2025 BMW R 12 S Review: 13 Retro-Sport Fast Facts

September 30, 2025

BMW’s R 12 platform is off to a fantastic start. Beginning with the standard R 12 cruiser and sporting R 12 nineT variant last year, BMW has added the retro-adventure 2026 G/S and the subject of this test, the café-inspired retro-sport 2025 BMW R 12 S. The other three R 12s have been winners, so we went into the test of the S with high expectations. Let’s go riding.

BMW nailed the S’s ergonomics. The S’s predecessor is the BMW R nineT Racer—a short-lived exercise in styling that was one of the most uncomfortable contemporary motorcycles. Retired in 2019, the R nineT Racer was little mourned, likely serving as a display piece for many due to its striking design. The 2025 BMW R 12 S retains superb aesthetics, as it is inspired by the iconic 1973 BMW R 90 S. However, this time around, BMW imbued the new S with comfortable ergonomics that make it a joy to ride all day long. The footpegs are in a standard position, and the tapered aluminum handlebar has an approachable flat bend.

The 1170cc boxer is pure enjoyment in the canyons. BMW’s boxer roadsters are often dubbed Gentlemen’s sportbikes, but the R 12 S in Dynamic mode adds a touch of welcome zest. With 85 lb-ft of torque on tap at 6500 rpm, the twin loves to pull hard, and the Dynamic mode lets the motor spin up quickly for fantastic real-world, public roads performance. Twisting the throttle hard is genuinely rewarding and wonderfully smooth, except when carelessly coming off a completely closed throttle in Dynamic mode. The pull is relentless and warmly satisfying, adding anticipation for each corner exit so you can experience the feel again.

The 2025 BMW R 12 S has a quickshifter paired with the six-speed transmission. Use the clutch between 1st, 2nd, and 3rd gears, as those clutchless upshifts are clunky no matter what you do. From 3rd on up, the upshifts are excellent and progressively better as you move through the cogs. In contrast, downshifts are flawless; you can feel the slipper function kicking in just before there’s a problem with rear wheel skidding or hopping.

The hydraulically actuated dry clutch is quite good, until it gets hot. Engagement is predictable, and the hydraulics keep the pull effort under control. This makes using the clutch for upshifts until you get to 3rd gear only a minor nuisance. However, in heavy traffic on hot days or during clutch-intensive sport riding, the dry clutch can overheat, producing noise and an unmistakable burning odor.

With a long wheelbase, generous rake, steering damper, and low center of gravity, the 2025 BMW R 12 S has distinctive handling. The 59.5-inch wheelbase, 27.7 degrees of rake, and 4.4 inches of trail all speak to stability, which is in ample supply on the S. Although it tips the scales at a substantial 485 pounds with the 4.2-gallon tank filled with ethyl, the boxer configuration lowers the center of gravity, and the S is impressively maneuverable. There is a tendency to understeer, as it did on the notorious decreasing radius turns of Santa Clarita’s Bouquet Canyon Road, because the feel of the weight doesn’t quite match the stretched geometry and moving mass. While you can change direction mid-corner, be ready to add some muscle.

The Metzeler Sportec M9 RR tires do the R 12 S plenty of favors. High-performance, high-silica rubber aids turn-in and provides plenty of edge grip. You can lean the S hard into a corner until you boot touches down, with absolute confidence with the Metzeler Sportec M9 RR tires aboard. It was a brilliant decision by BMW engineers to not skimp in this department.

Braking is outstanding. The radially mounted Brembo monoblock calipers work on 310mm discs up front and mean business with the Metzeler tire. The initial bite of the front calipers is typically nice and gentle. Know that a more aggressive grab when something unexpected happens definitely shifts that dynamic. Regardless, the brakes add plenty of confidence to the riding equation as they progressively ramp up. The BMW-branded rear brake rarely comes into play, as clutchless downshifts provide plenty of engine compression braking to supplement the front discs. BMW Motorrad ABS Pro is implemented, though it is hard to tell if it ever engages, even under the hardest deceleration.

The suspension on the 2025 BMW R 12 S is top-notch. The S hits just the right spot for a roadster, striking a balance between comfort and performance. The resulting compromise feels fantastic in the twisties, as the suspension doesn’t let the S get upset in corners, whether due to road conditions, hard braking, or full-throttle exits. I’m the rider the BMW engineers are aiming for with the suspension, so I didn’t feel any shortcoming that required getting tools out. All adjustment parameters are available for outliers, except for compression damping on the shock.

There are three power modes and no surprises. When hitting the canyons, Dynamic mode provides the throttle response you want—just be smooth when opening up from a closed throttle. After that, Dynamic mode is flawless. The Road mode softens the throttle response, as well as smoothing the fueling from a closed throttle position. Road mode is fine for tooling around and riding through urban areas where you can get into trouble fast. Also, Road mode has enhanced traction control, which I discovered when exiting an unexpectedly sandy corner. Save the tame Rain mode for the wet stuff.

The S has a retro-round pair of clocks—speedo and tach. The setup is so retro that analog-style gauges have an LCD inset. A small TFT dash is an option, however. A rocker switch scrolls through the LCD data on the left-side speedo easily enough, while the tachometer’s LCD is reserved for the riding mode and gear position indicator. There’s a Multicontroller (aka the Wonder Wheel) installed, but I couldn’t get it to control anything. Lo and behold, it is there to work with the optional BMW Motorrad Connected app. A glaring omission that is part of the R 12 platform is no gas gauge or range predictor—I can’t quite figure that one out. Cruise control is standard and easily implemented.

The gauges are rubber-mounted and vibrate noticeably during high-rpm riding. Additionally, the numbers are small, and two digits are used on each side, further reducing readability at a glance. Fortunately, I rarely look at the clocks while riding. A small, modern TFT display is available as an option, if you don’t mind losing the retro clocks.

BMW fully committed to the styling of the R 12 S. You definitely pay for it, as the S is $4345 more expensive than the base nineT variant. That extra dough gets you the spectacular Lava Orange Metallic paint that recalls the R 90 S’s Daytona Orange. The wire-spoke Option 719 Classic Wheel II hoops are great. The Option 719 Billet Pack Shadow and Shadow II add premium milled aluminum components, including handlebar ends, footrests, and reservoir covers. The single seat, sculpted cowl, and red ‘S’ badge look sharp, channeling the R 90 S’s legacy. Functionally, you get the quickshifter, an adaptive headlight, cruise control, hill start control, and heated grips. Our test bike also had the Connected Ride Control smartphone integration ($345) and tire pressure monitoring ($295).

At $21,590 for the base 2025 BMW R 12 S, you’re paying a lot and getting a lot. This is a luxury sport bike that delivers the look you want, along with an incredibly smooth ride that makes it easy to go fast. While not the superbike the R 90 S was, the R 12 S is a modern roadster capable of impressive performance while comfortably looking the part. If you don’t need the bling, the R 12 nineT will get the job done. However, if you see the S in person, you may be hard-pressed to leave one on the showroom floor.

Photography by Kelly Callan

RIDING STYLE

Helmet: Ruroc EOX
Communications: Ruroc Shockwave Mesh by Cardo
Jacket: River Road Hoodlum Vintage
Back, shoulder, and elbow armor: Rheon
Gloves: River Road Tucson
Jeans: Alpinestars Copper
Boots: TCX Dartwood GTX

2025 BMW R 12 S Specs

ENGINE

Type: Horizontally opposed twin
Displacement: 1170cc
Bore x stroke: 101 x 73mm
Maximum power: 109 horsepower @ 7000 rpm
Maximum torque: 85 lb-ft @ 6500 rpm
Top speed: 134 mph
Compression ratio: 12.0:1
Valvetrain: DOHC; 4 vpc
Fuel delivery: EFI w/ 50mm throttle bodies
Cooling: Air and oil
Transmission: 6-speed
Clutch: Hydraulically actuated, dry single-disc w/ slipper function
Final drive: Shaft

CHASSIS

Frame: Steel trellis w/ bolt-on rear subframe
Front suspension; travel: Fully adjustable 45mm inverted fork; 4.7 inches
Rear suspension; travel: Spring-preload and rebound-damping adjustable BMW Paralever shock; 4.7 inches
Wheels: Wire-spoke Option 719 Classic Wheel II
Front wheel: 17 x 3.5
Rear wheel: 17 x 5.5
Tires: Metzeler Sportec M9 RR
Front tire: 120/70 x 17
Rear tire: 180/55 x 17
Front brakes: 310mm floating discs w/ Brembo radially mounted 4-piston monoblock calipers
Rear brake: 265mm disc w/ 2-piston floating caliper
ABS: BMW Motorrad ABS Pro