BMW R 12 S (2026 - ) review

The R 12 S is more about style than substance but with the R 12 NineT as the foundations that’s no bad thing. These replaced the original NineT in 2024 as an updated version of the popular air/oil-cooled 1,170cc retro roadster. Other versions including the R 12 cruiser and R 12 G/S retro adventure have since followed. The S is based on the R 12 NineT but has a host of cosmetic changes paying homage to the 1973 R 90 S. These include Lava Orange metallic paint over a brushed aluminium tank and seat hump panels as a nod to the Daytona Orange scheme of the Daytona R 90 S, a nose fairing with tint screen, gorgeous Option 719 alloy-rimmed wire wheels, contrasting stitching on the seat, bar-end mirrors and a whole host of machined billet Option 719 bolt-ons. Cynically, you might note many of these parts are available as options on a base NineT (if not in this exact combination) and that would actually cost you less to configure than this R 12 S. But it still wouldn’t look this distinctive, and the combination of R 90 S style with modern conveniences is compelling, ditto the premium build quality.

We’ve been here before – or rather we haven’t, and that’s a good thing. We’ll explain! Those with reasonable memories might recall BMW’s previous attempt at a sports variant of the then RNineT, known as the RNineT Racer. That bike had a frame-mounted half-fairing but otherwise similar profile to the 12 S. Unfortunately, despite great looks and decent performance the riding position from the clip-ons was excruciating, and the Racer was dropped in 2020. The R 12 S avoids that discomfort by effectively having a conventional roadster riding position and bars. The result looks sporty but is comfortable and easy. If we’re being fussy the bars do feel a bit too wide, exacerbated by the trendy bar-end mirrors. The nose fairing is too small to really do anything useful but neither are deal breakers.

The R 12 S is shamelessly more about style than content, but BMW has also learned the lesson of the RNineT Racer to deliver a machine that’s actually a reasonable all-rounder. Sure, long distances, luggage and pillions aren’t really part of its skill set, and obviously nor is off-road but the R 12 S has plenty of compensations. First, it’s stunning, mouth-watering even, at standstill. Second, it rides as well as any R 12, which makes it competitive with nearly all retro roadsters. By its very nature it’s decent around town and more than capable on sunny weekend A- and B-road blasts which, let’s face it, is what many of us buy bikes for these days. And, finally, and perhaps most importantly, it simply makes its rider feel good. And isn’t that still what biking is supposed to be all about?

Those R 12 NineT mechanicals mean the 12 S is not only familiar but proven. The updated but authentically trad air/oil-cooled, 1,170cc boxer twin dates back to the 2013 R 1200 GS so is outpaced by the more recent 145 horsepower 1300 boxers. Instead, it produces 109 horsepower at 7,000rpm and a meaty 115Nm torque 500rpm lower down the range. But in this retro roadster form it’s more than enough, is transmitted via BMW’s familiar six-speed ‘box and shaft drive and is embellished by three distinct riding modes – Rain, Road and Dynamic. As said, it’s all familiar, flexible and sufficiently fruity with proven reliability track record. Braking is equally more than sufficient, with twin 320mm gripped by twin BMW-branded, radial-mount four-piston calipers and all aided by Cornering ABS. For a retro roadster there’s again simply nothing to complain about.

Again, as with its performance, the R 12 S is based on an existing bike with already decent dynamics and a proven heritage going back over a decade. Although its handlebars are different, all the other dimensions are the same. It’s also mostly decent stuff, appropriate to its premium price tag. So, suspension comprises fully-adjustable inverted 45mm forks with a multi-adjustable rear monoshock. The fancy alloy-rimmed wire wheels allow quality tubless tyres, in this case sporty Metzeler Sport M9RRs. Due to the boxer engine layout, the bike’s centre-of-gravity is reassuringly low and steering geometry is predictable, too. The result is easy and intuitive from the outset, with a refined ride, nimble steering thanks in part to the wide bars and all-up weight that is manageable rather than awkward, too. It’s neutral but with an air of premium quality, an upright roadster with a hint of sports and all round very easy to get on with.

At the end of the day the R 12 S is a premium BMW with all the price and cost implications that goes with that. At the time of writing it’s the most expensive of the R 12 family, and a fully-optioned NineT would probably cost a bit less. But it’s not all bad. The fairly soft performance can score you mpg in the 40s, shaft drive means there’s no chain to replace and residuals will be good, too. Overall, though, the R 12 S is still a fairly pricey machine to run.

The R 12 S is a quality BMW based on an existing, proven model, which in turn is derived for an even more proven model. So, there should be very few concerns about reliability. It’s also the kind of quality, prestige machine most owners will look after carefully rather than run through winter, and nor are they likely to rack up high mileages.

As with most current large capacity BMWs the new R 12 S comes as new with a three-year warranty with unlimited mileage from first registration – which is better than many rivals. Servicing-wise, the R 12 S, after the initial, 600-mile ‘break-in’ service is due regular services every 6,000 miles or annually with major, valve-adjustment services ever 12,000 miles.

The R 12 S comes over as an R 12 NineT with nose fairing, wire wheels and paint job, but there’s actually much more to it than that, which mostly justifies its inflated price. As well as the most conspicuous items and a goodly selection of cosmetic Option 719 parts, it also gets premium suspension and brakes, decent electronics, smart twin analogue dials (oddly, an alternative mini-TFT display is an extra) plus pretty much all the goodies you can throw at it, not least BMW’s Comfort Package of Hill Start Control, Shift Assistant Pro, heated grips, and cruise control. Even then there are still some official BMW accessories you can add, such as mini luggage.

BMW’s original RNineT - and the R 12 NineT it has since become -have always been among the best retro roadsters thanks to the arch combination of nostalgic looks with modern performance and practicality. Style-wise the new R 12 S takes that further still. Better still, unlike the race bike that inspired it, the R 12 S hasn’t lost any usability in getting those looks. If they and the shaft-drive boxer dynamics appeal there are few better retros around, no matter what the cost.