the performance.
And it's for sure enough time
to leave a rider quite stunned at
just how good production super-
bikes—especially ones that cost
this much—really are.
The acceleration
from the
BMW's inline four-cylinder is as
immense as it is user-friendly.
Well over 200 horsepower
(we rode the 214 horsepower
European version at Cremona)
shouldn't be that easy to ride.
However, the BMW delivered
its forward momentum so
smoothly and with such force,
The go from the breathed
upon motor is accessed by a
new M Quick-Action Throttle with
its twist grip rotation reduced
from 72° to 58°, meaning more
horsepower gets to the rear tire
faster and with less effort from
your right wrist.
A 15-minute stint of the
Cremona Circuit that just hosted
the Italian WorldSBK round
about an hour and a half's drive
southeast of Milan isn't a huge
amount of time to sample the
goods, I'll grant you, but it is
enough to give you an idea of
Inside the motor, however,
there are plenty of updates. Start
-
ing at the top, throttle body diam-
eter has increased from 48mm to
52mm;
the revised cylinder head
now houses oval-shaped intake
and exhaust ports that have
necessitated new pistons; the
valves are now full-length tita
-
nium with the seat angle reduced
from
45° to 40°; and compression
has been bumped up from 13.5:1
to 14.5:1. Oh, and you now get a
full titanium exhaust with oval-
shaped headers to match the
new exhaust ports.
P112
RIDE REVIEW I 2025 BMW M 1000 RR
Go ahead, stare. We don't mind.
