BMW F900 R (2025) Review: Bavaria’s MT-09 Rival Tested

BMW has given both its F900 road options a fettle for 2025, with the R and XR variants both gaining a smattering of visual and technical updates for the coming riding season.

It’s the F900 R, though, that seems to have changed the most, dynamically, visually and technically. So that is the bike I’m going to focus on here.

What’s new

The big news is the updated chassis and ergonomics, with the F900 R gaining a Marzochhi 43mm upside-down fork, which replaces the previous telescopic setup. It provides rebound and compression damping, as well as spring preload adjustment. Mated to the new chassis are new lighter wheels, shaving around 1.8kg from the bike’s unsprung mass.

New ergonomics are also a feature on the 2025 F900 R, with a more engaging and focused riding position putting the rider over the front of the bike more than before. The rider footpegs are slightly higher and further back, while the handlebar (which is very flat with almost no lift) is mounted low to the top clamp and further forward than before.

The engine of the bike is the same 895cc parallel twin as before, albeit now in Euro5+ spec. For 2025 it’s producing 105bhp at 8,500rpm and 68.6lb ft at 6,500rpm. Another change for 2025 is the switch to a lithium battery, shaving around a kilo from the weight of the bike and bringing it in at 208kg (kerb) some 3kg lighter than the outgoing model.

Price, colours and availability

The new 2025 BMW F900 R comes in at £9,090. The bike I’m riding in the pictures here does have some extras added, including the ‘Sport’ style pack (£650) which bags you the bar-end mirrors, and belly pan as well as the sport tricolour paint and decals. It also has the Comfort Pack (£585) fitted, which adds keyless ignition and fuel cap, cruise control, and heated grips. On top of that, my test bike has the Dynamic Pack (£830) added, which bags you Riding Mode Pro, Gearshift Assist Pro (quickshifter) and Dynamic ESA (electronic suspension).

The F900 R is also available in Snapper Rocks Blue (FoC) and the stealthy Triple Black option (£220) which adds the Black Storm Metallic colourway but no other additional parts. Bikes are already in UK dealers and more information can be found on the BMW website.

What’s it like to ride

BMW couldn’t have picked better roads for the press test of the new F900 R. The region around Almeria has some of the best sweepers and mountain passes in southern Spain, with perfect asphalt and stunning views.

Hopping aboard the bike I’m greeted by BMW’s familiar-looking TFT dash layout, with the multi-wheel controller on the left handlebar. I’m not totally won over by the multi-wheel system (I find a five-way joystick more user-friendly) but the more BMWs I ride, the more at home with it I feel. Handily, there is a ‘Mode’ button on the right handlebar, so I thumb the bike into the Dynamic riding mode to make the most of the roads that lie ahead.

Straight away, and before I’ve even turned a wheel, this version of the F900 R feels much more involved than the previous generation bike. The bars are noticeably more aggressive in their placement, while the footpegs feel more racy and rear-set. Thumbing the starter, the engine shudders into life with that familiar BMW bark from the redesigned exhaust before settling into a tickover. Like most BMW engines, it’s not the most characterful sounding of things, but a blip on the throttle rewards me with a pleasing growl from the 895cc twin.

Straight away we are into the twisties, and the tweaked riding position is the thing I’m noticing the most. I feel much more involved on the 2025 bike, with my chin closer to the clocks which is loading the front a little more and helping to make the bike feel pin-sharp in quick direction changes.

The roads out here are generally superb, but even so, the suspension feels on the firmer side, with just enough plushness to prevent it from crashing over bumps. I think that back in the UK, with the vast number of potholes we have back home, I’d be reaching for a slightly softer setting to help cushion me from the bumps. Out here though, it feels great, with the front end feeling extremely pointy while inspiring confidence. The bike I’m riding is shod with Pirelli’s excellent Diablo Rosso Corsa IVs which are about the best tyre for a bike like this, and combined with the sporty suspension means I can just show the bike the apex and let it do the rest for me. The rear end of the F900 R feels slightly more plush than the front, but the damping over bumps feels nicely controlled while the support offered in the corner exit is extremely good. It’s allowing me to wind on the throttle out of corners and feel precisely what’s going on under the rear wheel thanks to high levels of feedback through the bike’s chassis.

As I mentioned, the engine of the F900 isn’t one of the most characterful on the market, but it does pull hard through the majority of the rev range. Helping to make most of the 105bhp is the quickshifter, which is very slick and smooth whether moving up or down the gearbox. There is though one standout feature of the R that I’m really enjoying on these sinuous mountain roads - the throttle connection. I’m the first to moan if a throttle feels snatchy, but on these roads, I’m revelling in picking up the throttle out of slower corners and getting exactly the amount of power I’m asking for. In the Dynamic riding mode, the connection to the BMW’s engine is as good as it gets. Supremely accurate and direct.

The braking system on the F900 R is provided by Brembo, with mid-spec kit that is still more than up to the task. The radially mounted stoppers are mounted to 320mm discs and while the lever feel isn’t the most premium I’ve encountered, there is plenty of power on hand without an overly sharp initial bite. The bike is fitted with BMW’s ABS Pro (cornering ABS) meaning I can confidently brake to the apex regardless of the conditions. It also means when the ABS is triggered I’m not losing all the pressure from the lever. The rear brake is very much the same as the front, a little wooden feeling but with adequate levels of power on offer.

With an afternoon spent riding the new bike, I’m not sure I can wholly talk with authority about its comfort - I spent around three or four hours in the firm but nicely contoured saddle. It’s a nice enough place to be for the few hours I’ve been riding it, the firm seat might become troublesome over longer riding days. I can say that vibes through the chassis, bars and pegs are minimal, although as with any naked bike, a flyscreen would be nice!

Verdict

The new 2025 BMW F900 R now feels more like a true mid-capacity naked roadster than before. For me, the model previously felt like a mid-weight commuter bike but thanks to its dynamically more aggressive riding position, sportier suspension and lower weight, it feels much more like a true mid-size sports naked. It now feels much more like a genuine baby S1000 R, and in its BMW Sport tricolour paint scheme, looks every a performance naked.

Is it ready to take on the mighty Yamaha MT-09 and Triumph Street Triple 765 in the middleweight segment? It’s going to be tough, but it is at least now fighting with its peers on a more level playing field.

Picture credit: Jamie Morris

2025 BMW F900 R specs