2020-on BMW F900R review: BMW’s sporty naked middleweight gets racy and sharpens up for 2025
Highlights
- Euro 5+ mods but same power and torque as before
- 3kg weight saving
- Adjustable forks and a sportier riding position
At a glance
| Owners' reliability rating: | |
|---|---|
| Annual servicing cost: | £280 |
| Power: | 104 bhp |
| Seat height: | Medium (32.1 in / 815 mm) |
| Weight: | Medium (459 lbs / 208 kg) |
Prices
BMW F900R overall rating
The BMW F900R naked motorbike was launched alongside the half-faired F900XR adventure sports version in 2020 and, although good, in many ways the naked bike was the slightly poorer relation between the two. That’s no criticism of the R, it’s just a reflection of how brilliant the XR is.
The XR was the intended outcome when BMW converted their F850GS parallel twin into a pure road bike – the point of the project was to build a little brother for the S1000XR and by so doing create a bike that could steal customers from Yamaha’s hugely successful Tracer 9 (formerly 900, which is massively popular in Europe).
As a result, the XR feels like a wonderfully well-developed and together bike – it’s not just the old F850GS adventure bike dressed up to rival Yamaha’s hugely popular Tracer 900, nor is it trying to be a mini-S1000XR. Instead, by using a big-bored F850 engine and the same frame, the XR is a fabulously composed and usable road bike.
BMW then reshaped its new adventure-sports XR into the ‘dynamic roadster’ F900R, which, gained its own race series three years after launch.
Going into 2025, BMW have applied some updates clearly inspired by the race series and they’ve succeeded in making the F900R a sportier and more capable package. You can read about the changes in detail and what our chief road tester thought when he rode it, within our dedicated 2025 update section.
What’s the BMW F900R like, then?
Both the R and XR share exactly the same platform, which is based around an enlarged version of the proven F800/F850 parallel twin engine. The naked F900R, however, has slightly shorter-travel suspension, a more aggressive riding position, no fairing and more front-biased weight distribution. The roadster R is still as sure-footed and stable as the XR adventure sports, but with more weight on the front end its steering feels heavy and its chassis is less nimble.
Despite the growth in capacity and power, the enlarged parallel twin engine doesn’t always feel desperately fast, nor has it the three-cylinder thrum of the Yamaha – but the BMW makes up for it with flexibility, efficiency and just enough character. Its handling is light and agile, it’s well-built with proven reliability and it also has balanced ergonomics and decent ride quality.
Clearly, if you’re after a twin-cylinder naked bike with a BMW badge, the F900R self-selects and you won’t be disappointed.
BMW F900R at a glance
Reasons to buy:
+ A well balanced roadster
+ A variety of factory spec options
+ Great value with a competitively low base price
Reasons to avoid:
– Rival engines are more entertaining and characterful
– Styling is functional and edging towards bland
– Hard to argue whether it’s better than alternatives
Jump to
- F900R updated in 2025
- Handling, ride quality and brakes
- Engine performance
- Reliability and build quality
- Value vs rivals
- Equipment
BMW F900R updated in 2025
BMW updated the F900R in 2025. It was always the leftfield choice, compared to its sporty middleweight naked rivals, but that all changed when the BMW F900 R Cup BSB support series was introduced in 2023.
It thrust the German machine into the limelight and now the latest version gets a sportier twist with less weight, a more aggressive riding position, uprated suspension and more BMW goodies thrown in with the price.
It has a newfound air of sportiness and is now closer to its rivals in terms of handling, performance and thrills. The parallel twin may have modest power, but its delivery is smooth, predictable and friendly. Its bulging mid-range is its superpower and with less weight to now push along, it’s even more effective.
Performance is perky and the exhaust bellows at full throttle, but the motor can be too short revving for spirited riding and lacks sparkle. Higher-spec forks and lighter wheels give a crisper feel for sharper, more predictable and reassuring cornering, but it’s slower steering than some of its more playful compatriots.
It’s compact, but roomy enough for taller riders, although the seat gets uncomfortable after a few hours. It’s better equipped than before and cheap in base trim but gets pricey when you start to add optional extras.
2025 BMW F900R gets new ergos, adjustability and sheds weight
For 2025 the F900R’s flat bars are positioned further forward. With more of the rider’s weight over the front wheel there’s more grip and tyre feedback going into corners, extra stability under hard acceleration and a sportier, more purposeful feel. Footpegs have also been moved back for extra ground clearance and they never touch down during our test. Although the BMW is physically small, which is good news for shorter riders, the riding position is still roomy enough for the tall, although the hard seat gets uncomfortable after a few hours.
There isn’t much in the way of weather protection, of course, but compared to the F900XR ‘tall-rounder’ we rode on the same day, the R is actually far quieter in the wind.
The upside down forks are now fully adjustable. Not only do they give the F900R a racier, more technical look than before, they offer the flexibility to be dialled in perfectly for your riding style and the conditions. For our test we’re running them on standard settings, which are bang-on for the grippy Spanish mountain roads near Almeria at its (March ’25) world launch.
There’s no point during our test where the BMW ever gets out of shape or lacks feel. There’s plenty of braking support, lots of feedback for what the front tyre is doing and while the F900R is still relatively long and slow steering, it turns into corners crisply. Our test bike’s optional semi-active shock is plush, controlled and easy to adjust via the dash.
New S1000RR superbike-style wheels are 1.8kg lighter than before and shod with either Pirelli Diablo Rosso 4 or Maxxis sports rubber. The battery saves another 0.9kg. BMW have also found a bit more weight saving down the back of the sofa, adding up to a 3kg weight reduction.
Claimed weight is now 208kg, fuelled and ready to go. You’d need to ride old and new F900Rs back-to-back to notice the difference, but the reduction in the wheels’ unsprung weight will only add to the BMW’s agility.
Compared to its sporty middleweight rivals Yamaha’s MT-09 weighs 193kg, the KTM 990 Duke is 179kg (wet, no fuel), Triumph Street Triple R 189kg (wet, 90% fuel) and Ducati Monster, 179kg (wet, no fuel).
2025 BMW F900R engine now Euro 5+
Although now Euro 5+ friendly, the motor makes the same 104bhp and 69lb-ft of torque as it did before. Of all the F900 models (R, XR, GS and GS Adventure) the ‘R’ is the lightest of the bunch and the perkiest. There’s enough oomph in the locker to get a serious lick on, the exhaust note and airbox growl are suitably rorty and the power delivery is smooth and predictable.
The F900R’s bulging midrange is its biggest asset and lets you grunt out of corners without having to dance on the gear lever to maintain momentum. Performance is all you’ll ever need for the road, but like all BMW parallel twins, the F900R’s short-revving engine lacks excitement and is slightly forgettable.
BMW’s F900R is comparatively affordable
At £9090 the 2025 F900R undercuts its rivals and with BMW’s current (April ’25) 0% PCP deal it’ll cost just £46.64 a month. The price creeps up when you start to add options.
Our test bike is fitted with the £830 Dynamic Package (adds a further ‘Dynamic Pro’ riding mode, semi-active rear shock and up/down quickshifter) and £585 Comfort Package (cruise control, keyless ignition and heated grips), plus a smattering of other accessories that jacks the price to £12,230.
2025 BMW F900R has more equipment as standard
As before the F900R comes with traction control, but now its ABS is lean-sensitive. BMW’s Dynamic Brake Control (which stops you throttling against the brake in an emergency) is now standard, along with a new ‘Dynamic’ riding mode to sit alongside the previous Rain and Road modes.
BMW F900R Cup racer
For the third year running, BSB will play host the nine-round one-make BMW F900R Cup championship in 2025. £56,000-worth of cash prizes are up for grabs and the overall winner gets a new S1000RR.
Once your entry into the series has been accepted your local dealer will supply a new F900R for £6995 and the official race kit is a further £5995 from Fortis Racing.
Past champions are Richard Cooper and Thomas Strudwick. Previous guest riders include racing legends, Troy Corser and Jeremy McWilliams.
BMW F900R handling, ride quality and brakes
The 2020 F900R’s sister bike, BMW’s brilliant F900XR adventure sport, shone so brightly that it was always likely that the less mainstream, more niche and likely less popular R roadster would struggle to compete – and that’s certainly the case when it comes to the ride quality and handling of the 2020-2024 version.
Although the R’s by no means bad, where the XR feels like a wonderfully well-developed and together bike, the R, which was created when BMW then reshaped the XR into a ‘dynamic roadster’, certainly feels like the lesser bike. The transformation hasn’t worked as effectively as BMW probably would have liked, despite changes to the R’s geometry, suspension and riding position.
The R’s steering is weighty compared to the XR, its handling is far less agile, despite giving the impression, visually, that it should be the other way round and, in short, the R feels like a best effort from the leftovers.
Also like the XR, the 2020-2024 R’s slightly shorter forks are unadjustable, while the similarly lesser travel rear shock apes the XR with adjustable rebound damping and a useful remote preload adjuster. It’s not glitzy kit, but the shortage of adjusters and gold bits doesn’t mean it’s ‘budget’, either – the action is good and the mix of control and comfort is without criticism.
While although larger BMW’s, including the hugely popular R1250GS, have drawn criticism in recent years for relinquishing Brembo brakes for lesser known items by Hayes, that’s not the case with the two 900s.
They both have big twin discs with matching, four-pot Brembo radial calipers and, although not the Italian company’s top spec stuff, as you might expect to see gracing WSB grids and more, there’s nothing about them worthy of criticism. Cornering ABS, meanwhile is an option that comes with the SE model while another option is ESA.
Comfort-wise, and perhaps inevitably, the naked R can’t quite match the plush, easy mile-eating ability of its XR sister, either – although for a roadster it’s certainly not bad. Being unfaired means you have to put up with wind blast, naturally, but the slightly revised balance also puts more weight than you might be comfortable with on your bum. Expect 45 minutes to an hour in the saddle before you’ll need a break.
BMW F900R engine performance
As with its sister bike, the F900XR adventure sports, the F900R roadster’s engine is a big-bore job on the old parallel twin from the F850GS, now displacing 895cc and making 68 pounds-feet of grunt and peak power of 105bhp.
It feels free-revving and crisp under hard acceleration in first and second gear, though the sparkle fades in higher ratios; however, the new engine makes up for this with roll-on flexibility and accessible thrust of normal riding.
The deep rumble from the new 270˚ crank also makes the 900 the best-sounding parallel twin BMW have built so far. Throttle response in Rain mode is super-smooth; there’s a tiny off-on step in Road mode, but you get used to it within a few miles. Get the Riding Modes Pro option and the extra Dynamic mode gives more direct response but brings a snatchy action, too.
But overall, although effective, flexible and versatile, the F900R’s twin also somehow lacks the dynamism you expect in this roadster format. Its 105bhp conspicuously doesn’t match the thrilling 113bhp triple of Yamaha’s MT-09, nor does its exhaust note.
While the German bike’s gearchange is noticeably stickier and clunkier, too. Don’t rule it out, however. The F900R may not be conspicuously exciting, aurally thrilling or brim-full of character, but it is genuinely effective, versatile, reasonably fuel efficient and, for most people, most of the time, more than quick enough.
For relative novices, that more genteel output will be welcome and less intimidating. Its more progressive delivery is just as, if not more useful, more of the time, such as when simply carving through city congestion. It’s also worth mentioning here that BMW also makes, as with the F900XR, an A2 licence-compliant version which ‘only’ produces 94bhp which qualifies it to be legally restricted to 46.9bhp for A2 licence holders.
BMW F900R reliability and build quality
The F900R’s parallel twin powerplant was pinched from the F850 (and the F800 before that), it’s proven and dependable, even though it’s been increased in capacity and its firing order changed. We don’t expect any deep reliability issues with the latest 900, in either R or XR guise. Its specific power (bhp-per-cc) is modest and it’s not a highly-strung unit, all of which bode well for reliability
Chassis parts are good quality, too, such as the Brembo brakes, the F900R’s switchgear and slick colour TFT dash are the same as used across BMW’s range, and the general level of finish is like you’d get on a specced-up R1250GS costing almost twice as much.
It’s shown to be a dependable platform, with some early 2020/2021 models surpassing the 60,000 mile mark with few complaints from the owners. After sifting through a vault of F900R owners reviews, there are a few common things worth mentioning.
Temperamental quickshifter
The standard fit up/down quickshifter isn’t the slickest during normal operation, but it can develop intermittency where it might not respond at times, and even stop working altogether. It’s quite a common piece of feedback from owners of the first generation 2020-2024 model, and yet to be seen whether it’s resolved on the newer 2025 model. We had no problems with it during the road test of the 2025 model.
The issue can often be resolved with a visit to a BMW Motorrad dealer, either adjustment or replacement, but no guarantee it won’t reoccur eventually. It may be a good idea to pick up a BMW used approved example, pre serviced and with 2 years unlimited mileage warranty for coverage of any issues like these.
Leaky water pump seals
Less common but with plenty of cases shared, the water pump seals can fail, leading to coolant escaping through a small weep hole on the underside of the bike. It’ll be clear whether this has occurred as there will be visible drips underneath the bike, requiring replacement to solve the leak.
Periodically check the coolant level, and if it has noticeably dropped, a good look underneath the oil sump for the weep hole will confirm whether the pump seals have failed. Coloured coolant will have usually splashed across the sump, making it easy to see.
Unfavourable quirks
A couple of the biggest complaints for the F900R are the rock hard seat, and the hilariously short side stand. The seat can be easily changed for a comfort option (although it could be argued that the standard seat should be more comfortable given the bikes intended use), but the side stand requires an aftermarket touch. The F900R leans over quite far on the side stand, many people find it difficult to right the bike once sat on it.
Sourcing a side stand extension, or even lowering the bike, resolves this issue. You could also bypass the side stand in favour of using the centre stand. It’s interesting that this is even an issue in the first place, and entered production without it being flagged as an anomaly.
BMW F900R value vs rivals
BMWs are normally expected to be premium, prestige bikes with the lofty price tags and running costs to go with it – but that’s not so with the Bavarian brand’s F900R and F900XR, at least, not in bog standard trim anyway, so what’s going on?
List price for the base model at launch was dead in-line with rivals such as Yamaha’s popular MT-09, and the F900R, even in bog basic trim, matches, if not beats it, on equipment levels, too. That said, it is worth pointing out here that few buyers will buy the bog standard version of the BM, simply because many of its options are so tempting…
Day-to-day running costs on the F900R are better than you might expect, too, thanks to a combination of good mpg and a less aggressive, performance-driven persona. Which means we’d expect the F900R to be better than most rivals on fuel, tyres, brake pads and all the other usual consumables.
Insurance isn’t bad, either, and BMW residual values are traditionally strong as well, so the German bike won’t depreciate as much as some Japanese alternatives..
Which brings us to rivals. The best-selling Yamaha MT-09 is the closest, but a three-cylinder and both more performance-orientated and slightly more basic. Kawasaki’s Z900 is worth a mention, less sporty and more comfortable over distance.
Then there’s the looney tunes KTM 990 Duke, which is also a twin, but madder, less versatile, and just shy of £2000 more (before you’ve unlocked the full electronics for an extra £887).
Quick rival comparison:
– Yamaha MT-09: Triple engine is far livelier and overall more dynamic with 15kg less weight, £1020 more
– Kawasaki Z900: Similarly priced, inline four engine with more drama high in the revs, more comfortable
– KTM 990 Duke: Superb on twisty roads and track, easily more expensive with a base price of £10,999
BMW F900R equipment
The F900R is keenly priced for a BMW (at £9090, and maintains an equipment spec that’s far from a budget offering.
Quality and finish are as good as any BMW, and you get the colour dash used on the 1250s with phone connectivity and switchgear control, riding modes, traction control, a great two-height screen, LED lights and many ex-works seat height choices.
However, as with pretty much any BMW, it’s when you start to look beyond the standard fitting and fitments and explore what’s possible via the Bavarian marque’s ever-impressive extra cost options list, that things get really interesting.
Among those options (available either in factory-fitted form or over the counter from your local dealer, depending on the type of item) and grouped for convenience into a variety of ‘packs’, are things like extra modes including a Dynamic mode which is recommended, BMW’s brilliant, semi-active electronically-adjustable suspension, called Dynamic ESA, quickshifter, dynamic traction control and cornering ABS, which, for the performance minded, is pretty impressive.
On top of that there’s the usual BMW heated grips, luggage, cruise control and suchlike options. And on top of THAT are luxury modern goodies such as keyless ride.
Of course, none of these are exactly cheap, if you tick too many boxes you’ll quickly transform your keenly-priced R into a lesson in overpriced excess and it’s dubious that you’ll get your money back when you come to sell. But as a used bike option, find an example with exactly the spec you want and you’ll be laughing all the way to the bank.
Specs |
|
| Engine size | 895cc |
|---|---|
| Engine type | 8v, DOHC parallel twin |
| Frame type | Steel bridge-type |
| Fuel capacity | 15.5 litres |
| Seat height | 815mm |
| Bike weight | 208kg |
| Front suspension | 43mm USD forks, fully adjustable |
| Rear suspension | Monoshock, adj. preload and rebound damping (optional ESA) |
| Front brake | 2 x 320mm discs with four-piston radial calipers, ABS |
| Rear brake | 265mm single disc with single-piston caliper, ABS |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 180/55 x 17 |
Mpg, costs & insurance |
|
| Average fuel consumption | 50 mpg |
|---|---|
| Annual road tax | £121 |
| Annual service cost | £280 |
| New price | £9,090 |
| Used price | £5,500 - £8,000 |
| Insurance group |
- How much to insure? |
| Warranty term | Three years |
Top speed & performance |
|
| Max power | 104 bhp |
|---|---|
| Max torque | 68 ft-lb |
| Top speed | - |
| 1/4 mile acceleration | - |
| Tank range | 170 miles |
Model history & versions
Model history
- 2006: updated F series introduced using a new Rotax-built 798cc parallel twin and solid-handling twin-spar chassis. There’s the half-faired F800S sportsbike and more upright F800ST sports-tourer
- 2008: F650GS and F800GS adventure bikes launched with a new trellis frame. Both use the same 798cc engine despite the names – the 650 version has a lower state of tune and more basic, commuter-focused chassis.
- 2009: F800R roadster (basically a stripped-back F900S) joins the range.
- 2011: F800S discontinued.
- 2013: heavily revised F800GT replaces the F800ST; F800GS also updated, and the F650GS becomes the F700GS.
- 2018: more capacity, new bridge-style frame and complete chassis refresh turns the F800GS into the F850GS. New 270˚ firing interval gives the parallel twin the sound and feel of a V-twin. F800GT discontinued.
- 2020: BMW F900R launched. Engine and chassis based on the F850GS.
- 2025: F900R updated with Euro 5+ tweaks, fully-adjustable forks, less weight, a sportier riding position and a more generous level of standard equipment.
Other versions
-
BMW F900XR: ‘Tall rounder’ version with same engine chassis and electronics. Half-faired, taller, adventure sport with longer-travel suspension, less aggressive riding position and less front-biased weight distribution. It’s still as sure-footed and stable, but with less weight on the front the steering feels lighter and the chassis more nimble.
Owners' reviews for the BMW F900R (2020 - on)
9 owners have reviewed their BMW F900R (2020 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Review your BMW F900R (2020 - on)
Summary of owners' reviews |
|
| Overall rating: | |
|---|---|
| Ride quality & brakes: | |
| Engine: | |
| Reliability & build quality: | |
| Value vs rivals: | |
| Equipment: | |
| Annual servicing cost: | £280 |
Version: F900 SE
Year: 2022
Good bike overall, But not without faults ,mine has all the bells and whistles and is a £13,000 motorbike with all the extras fitted ! Which is excessive and far more expensive than similar Japanese bikes but it,s a Beemer so no surprises... I was fortunate and never paid that and picked up a 1 owner bike for £8,500 only 3000 miles on the clock and in the stunning blue and white colour scheme. , That's the way I would suggest to go if your after a top speed F900R. With all the goodies fitted it,s good value but at the right price. .
One down side to the bike is the seat it,s torture after an hour hence the 3-5 , I have purchased the comfort seat which is slightly better ,but what annoys me is that if I have to buy a comfort seat does that mean the original is fitted with an uncomfortable seat .. Surely a company with their heritage of over 100 years can make a decent seat for a motorbike by now ! It spoils what is a decent bike and I,m not alone in my opinion of the seat there is a mini industry in seats for F900,s it,s absolute nonsense... Check the owners club website it,s a major gripe . Manufacturers should be held to account as BMW are not alone ,to many bike makers put aesthetics before practicality ..
If your bike only has Road and Rain modes you would give the engine average marks but with dynamic fitted as an option it transforms the bike , It,s night and day and it should be fitted as standard . Just like the comfort seat I suppose and decent tyres ! .... But BMW like their pound of flesh with their options list ... To many reviews are on F900 bikes without dynamic mode or carried out without it configured and without it the bike is lacking an edge in my view , So if you want or have an F900 have it fitted, it seriously transforms the bike if your wanting to ride fast . Road mode is ideal if your cruising or not in the mood I use it most when I,m wanting to do mileage as the MPG in road mode is better at 65 mpg , if it's raining then rain mode is ideal and is excellent with traction control and ABS at max and ESA, suspension softer along with throttle response. But for serious scratching Dynamic is superb with faster throttle response ,tighter suspension ,TC reduced makes it far more involved ... Worth having for sure ...
So far so good it,s been reliable ,mine has keyless ignition only down side is the fob battery can run down if you leave the key within transmitting distance as I did and had to change battery a couple of time till I realised after looking at owners website this was happening . Apart from that it,s been excellent ..
Normally I service my own bikes have done for years being a qualified mechanic . However the service warning light has appeared on screen and the bike still has a years BMW warranty so looks like I will bite the bullet reluctantly and take it for a service to have light reset as it,s a pain ..and I don't want any nonsense should I ever make any warranty claims as I still have a years warranty left. I,m told that servicing can be between £160 and £250 for what amounts to an oil change and filter and a service light reset basically ..
Best things fitted are the following , heated grips very good and easy to use with just one dedicated button . Also quickshifter it,s clunky at times at low speeds but it,s a twin they are mostly like that but once moving it,s excellent . The BMW screen and function buttons are top notch and easy to use . Tyres as standard are not the best I wasn't confident with them especially in the wet no feedback very wooden in my opinion so fitted Metzeler road Tech 01,s transformed handling and feedback , but improvement.. Like the Comfort seat and Dynamic mode good standard tyres should also be fitted as standard to this bike ,it would make sense as it would be able to compete with it,s impressive Japanese opposition ie, MT09 , Tracer Z 900 etc....
Buying experience: Excellent from BMW dealer ,bought at distance and had delivered no problem and they were very honest regarding bike it had small scratch but they sent details of this prior to sale and sent pics of documents, bike etc.. On request . Also they followed up after the sale which was excellent as well so no complaints regarding salesman or experience with BMW. A pleasant transaction and bike was as described on arrival ..
Year: 2021
Annual servicing cost: £300
So well built... My last Honda rotted...BMWs don't ...much better build quality....
Not too bad at all...
Better than expected...
Never a problem... Preferred this to the xr... Not sure the reviewer actually rode one...?
Better than the Japanese in costs ..
Get so much more in this bike compared to the Japanese stuff. The new CF motors look good though but who knows long term...
Buying experience: Top notch... Japanese sellers could learn a lot about looking after their customers...
Year: 2020
Annual servicing cost: £150
Worst feature is no doubt the quickshifter, best feature is pretty much all the rest.
Ride quality is great, the position is perfect not excessively sporty, brakes are second to none, depending what seat option you choose it can get hard for you behind after 1.5 hours riding.
Its launches very fast, i get 3.5 sec 0-100km, the torque its amazing, it doesnt have a very high top end, it loses some energy over 170/180kmh and it tops at (around 230kmh) more then enough.
Some corrosion started to show up after only 2.5 years.
Servicing its less then what you expect from a bike like this.
It has everything you need and more. Full extras bikes are top notch, i cant image myself without the Keyless ride, the ESA, the riders mode, or even the heated grips.
Buying experience: 10 outta 10
Version: SE
Year: 2021
Annual servicing cost: £260
Excellent value Quality bike
Got electronic ESA suspension on the back which is amazing . The front is non adjustable but very good. Planted and turns in very well. A very flickable bike and one that inspires confidence with excellent mechanical grip . Brembo brakes up front awesome and one of the best stoppers Ive ridden
Normal riding is very responsive . In Dynamic or Dynamic pro the character changes and the bike is very swift on open throttle. Its not a top end chaser but the torque is excellent. Overall I find this an enjoyable and entertaining engine which with an aftermarket exhaust sounds good
Over 6K and hasn't missed a beat . All parts are quality and well put together.
Running costs are low and good MPG. only reason not 5 stars is BMW servicing costs but to be honest they are no higher than other makes nowadays. My other bike a Kawasaki is similar costs
Its got everything . The TFT is the best , ESA, Quick shifter, Cruise Control , SOS , TPMS. Adaptive headlights very good at night . Have added a MIVV delta race exhaust and bar risers .
Buying experience: Very good. Had to travel to get but it was a good deal
Year: 2021
Annual servicing cost: £300
If you are looking for a good all rounder but are not a fan of tall rounders its a good choice. Don't expect mt09 or 890 duke like performance. But in typical BMW fashion it's stacked with great features and feels extra premium.
Never ridden the XR. I'm surprised to hear that the XR is the more nimble of the two. I have always felt the R was a bit sluggish to transition, but I assumed that is because it is much heavier than something like a mt09. Never bothered me because I was looking for a relatively light weight and relatively sporty sport tourer with an upright seating position. With a modest screen and a top case the R works perfect. Brakes are excellent. The engine has great midrange that's perfect for everyday riding. But reading this I wonder if the handling could be improved with a front preload adjustment. Maybe I will look into upgrading the fork internals in the future 🤔.
Year: 2020
Annual servicing cost: £200
Originally would recommend, however, as now approaching 3 years old, and looking to change, most dealers dont want to take in BMWs due to the cost of providing a warranty to the next prospective owner and even the main BMW dealers either don't want to buy this model, or are offering stupid money ( well below the PCP final payment despite being around 1/3 of the agreed mileage). Will be handing it back to the finance company at end of term and shopping elsewhere in future
depreciation appears to be horrendous on these. will stick to mainstream Japanes in future
Buying experience: initially very good, but original seller was not interested in taking it back in at end of PCP
Version: SE
Year: 2021
Annual servicing cost: £400
Review at 4K miles ...excellent bike
brembos are excellent as is the handling. Not normally a dunlop fan but the handling is very good and allows peg down cornering
ignore the reviews where they say no character . This engine is perfect . at normal throttle allows relaxed and swift progress, use the final 1/4 of the throttle opening and she is rapid . So allows relaxed riding ideal for commute but also rapid fun rising at weekends . Very torquey , on back roads leave in gear and ride the torque . Put aftermarket exhaust on and she sounds great
No issues and good. Only a minor which is I wish that decals were lacquered over but seems to be the norm now not to. Reliable and well built, despite being built to a cost its hard to find where they skimped
value is very good Running costs about right for a bike in this range
has all the bells and whistles . Suspension ESA is great and the TFT is the best out there. Also BMW provide wiring connectors which allow Sat Nav/Phones etc to be added easily unlike most manufacturers where you have to wire back to the battery
Buying experience: Very good
Version: SE
Year: 2021
Annual servicing cost: £400
Good second bike with surprisingly good parallel twin and very flickable .
Handles well and the electronic rear suspension is good . Front is unadjustable but again good . The bike despite its weight is very flickable in the twisties and progress can be very rapid as the handling inspires confidence . Brembo brakes excellent
All other bikes are in line 4cyl so wanted something different as a roadster. The parallel twin is unlike others Ive ridden, its got great torque low down and can really progress . Top end is nothing special but for road riding its a very good engine
Cant see where cost cutting was made as all components (brembo) top notch and finish good . Only criticism is the pegs are a bit naff. No issues with reliability
BMW servicing costs are a bit higher but you get a 3 year warranty so worth the extra .
Has everything you could want . Dash is excellent . Heated grips are hot and the bluetooth connectivity to the BMW App is top notch . Took a while to get used to keyless but now won over , super convenient . Obviously the more extras the higher the cost
Buying experience: Good and the afters ales has been good also
Version: R
Year: 2020
Annual servicing cost: £240
Great handling and power delivery. Choice of ride modes limited to road or rain on the standard model, other modes available on the SE. Good fuel economy, ususally 60-65 mpg unless you really cane it. Solid build quality and finish. Only downside is that the satndard seat is like sitting on an ironing board after about an hour, but plenty aftermarket options available.
Not as refined as a 4 cylinder obviously, but has real grunt.
now 2 years old and no signs of corrosion.
Not so happy about the fixed 12 month service schedule, regardless of mileage. In my case, I bought an ex demo, which was serviced 6 months before I bought it. Ive only done 1100 miles in last year, and it was 2000 miles since its last service. Unfortunately, this means that for the past 6 months Ive had a service warning light on my dash, and a warning right across the screen every time I start it up. Compare this with my 22 year old BMW Z3 where the service indicator is based on time, mileage and driving style.
Plenty bells and whistles on the standard version, and even more on mine. basic roadster has lack of wind protection and so, I have added an ermax screen and this does make a difference.
Buying experience: Had issues with my local dealer when looking at this bike and other BMWs, however, I got great service from the Dealer in Glasgow, which is only an hour away
BMW F900R riding on road
BMW F900R riding on road
Cornering on the 2020 BMW F900R
Cornering quickly on the BMW F900R naked roadster
BMW F900R engine
BMW F900R exhaust
Left bar of BMW F900R
BMW F900R clocks
Optional extras are tempting on the BMW F900R
BMW F900R, centrestand
BMW F900R, rear ESA suspension
BMW F900R, TFT display
BMW F900R cup bike in pit lane
BMW F900R in both standard trim and BMW cup race bike form
2025 BMW F900R engine, now Euro 5+
2025 BMW F900R, new ergonomics
2025 BMW F900R, handlebars and front end
BMW F900R, on centre stand
2025 BMW F900R, right turn
2025 BMW F900R, right turn
BMW F900R, keyless ride
BMW F900R, water pump
BMW F900R, turning right
BMW F900R, on centre stand
BMW F900R tackling B roads
2025 BMW F900R, leaning into left turn
2025 BMW F900R
BMW F900R, shift assist
2025 BMW F900R, tackling the hills
2025 BMW F900R, new front wheel
