2023 BMW M 1000 R First Ride

[Admin]

The M 1000 R is easily the most potent naked roadster BMW has ever built. (BMW/)

Without pointing the finger, OEMs have been guilty of dumbing down their naked sportbikes from the models they are based on for ages. And for the duration of those years, true sportbike lovers have understandably bitched and moaned about it. Give us everything you’ve got! But in recent years, a few exceptions stand out, including the KTM Super 1290 Duke R (which to be fair isn’t repli-racer based) and the Ducati Streetfighter V4; both are bikes that are unabashedly gnarly. Not to take the beans out of BMW, but the standard S 1000 R, despite making a claimed 165 hp, is simply not in the same league as its sibling S 1000 RR; the fully faired RR now makes a claimed 205 hp.

However, BMW had a solution. Its engineers said at the press launch in Almeria, Spain, that the single biggest factor holding them back from unleashing the inline-four in the S 1000 R to its full potential was lack of weight and aero on the front end. They must have had nightmares about buyers looping wheelies over backward…

The answer? Winglets. Yes, those MotoGP-looking wings on the front of the new M 1000 R create enough downforce that BMW felt it could uncork the engine and deliver the four’s full neck-wrenching performance on a naked. And holy crap, did they ever. So, essentially, you get an S 1000 R that’s “on the juice.” One that is equipped with trick chassis parts, and a ton of fancy M parts that make the bike worthy of that famous motorsport letter.

2023 BMW M 1000 R out in the wilds of Almeria, Spain. (BMW/)

The M 1000 R is BMW’s second model to carry an “M’' badge following the M 1000 RR that was first unleashed in 2019. BMW doesn’t slap that on any ol’ bike; the new M R is an exclusive and potent interpretation of its naked roadster, meant to provide insane performance with racebike-like components and electronics.

Engine

We don’t want to undersell the chassis on the M R, as it’s pretty phenomenal, but there is no denying that the big news here is the crazy power provided by the liquid-cooled 999cc inline-four that’s nearly identical to the RR’s. Like its fully dressed housemate, bore and stroke measure 80.0 x 49.7mm—just as on the standard S R. The biggest differences between the base S model and this M version are that the compression ratio has been bumped from 12.5:1 to the same 13.3:1 found on the new RR, and redline has been increased from 12,000 to 14,600 rpm.

The M 1000 R puts the 999cc inline-four on display, unlike its stablemate the S 1000 RR. (BMW/)

Unlike virtually every Japanese competitor in the naked-bike category, the engine in this M 1000 R is the same generation and an almost identical version of its donor; we’ll get to those few differences in a second. But like the RR, this engine features ShiftCam variable valve timing, titanium valves on both the intake and exhaust sides with ultralightweight cam followers actuating the valves. To keep the width of the engine to a minimum, the camshafts are driven directly from the crankshaft without an intermediate gear. The reduction gear for the camshafts is in the cylinder head. Like the RR, the airbox features new variable intake funnels that shorten up to increase intake velocity in the upper rpm range and optimize power across the rev range. Four 48mm throttle bodies feed mixture to the engine. A titanium Akrapovič silencer is fitted as standard and sounds amazing.

The titanium Akrapovič exhaust silencer not only looks fantastic, it sounds equally so. (BMW/)

While the claimed horsepower on the S 1000 R is 165 at 11,000 rpm and 84 lb.-ft. of torque at 9,250 rpm, the M 1000 R cranks out a claimed 205 hp at 13,500 rpm and just a tad less torque at 83 lb.-ft. at 11,000 rpm. For reference, our 2022 S 1000 R made 155.4 hp at 11,250 rpm and 79.9 lb.-ft. of torque at 9,300 rpm at the rear wheel on the Cycle World dyno.

Making that extra 40 hp feel all the more potent around town is different final gearing with a 47-tooth rear sprocket compared to the RR’s 46 and the S 1000 R’s 45. Internal transmission ratios are also changed with shorter fourth, fifth, and sixth-gear ratios. Since the M R has the same redline as the RR, its top speed is clearly gearing limited to a claimed 174 mph compared to the later’s 188. Don’t fret, however, as I can guarantee that even 140-plus mph is a real neck workout. Like the RR, the M R has a wet, multiplate slipper clutch with cable actuation.

Electronics

Since the M 1000 R is actually more closely related to the S 1000 RR than its stablemate the S 1000 R, the electronics package is also a lot closer in spec to the new RR. But there are some key differences. Like the other bikes, the M comes with the four base modes: Rain, softer throttle response and reduced torque in lower gears; Road, optimal throttle response and reduced torque in lower gears; Dynamic, optimal throttle response and reduced torque in lower gears; and Race, optimal throttle response and maximum torque in all gears. Unlike the RR, the M gets the Race Pro modes as standard, which offer three customizable modes, which can also be configured with an additional throttle response called Direct. When utilizing a Race Pro mode, the rider can then adjust the Dynamic Traction Control (DTC) on the fly from the left handlebar switch.

The 6.5-inch TFT display delivers information in a lot of different formats. You should find one you like. (BMW/)

That DTC is the latest six-axis system as found on the RR, which feeds the computer info on lean angle to further refine the intervention for traction control, ABS, wheelie control, and Dynamic Engine Brake Control. Like the new RR, the M R gets the new Brake Slide Control extension of ABS, that allows the rider to hang out the rear end under hard braking and back the bike into the corner. The system uses the six-axis IMU’s info and sensors on the steering head and rear wheel to allow a preset drift angle to be allowed before interrupting the fun. The angle is preset and only works in ABS Pro Setting 2. Other features include Shift Assistant Pro, Launch Control, a Pit Lane Limiter, Hill Start Control Pro, heated grips, and cruise control.

What is missing from the new RR’s electronics is Slide Control, which on the fully faired bike allows the rear end to be drifted “on throttle” to preset angles. Another huge addition is the Dynamic Damping Control (DDC) electronic suspension, but we’ll address that below.

This display option was my preferred option while riding on the street. You can see your speed, DTC setting, mode, gear position, outside temp, a clock, and then some fun stuff like indicators of how much the DTC is being used, brake pressure, and max lean angle achieved. (BMW/)
For track riding, this option keeps it simple. (BMW/)

The 6.5-inch full-color TFT display is borrowed directly from the M 1000 RR and offers four different display themes, allowing the rider to determine which type of info is important to them for the type of riding currently being undertaken. For track sessions, the rider can choose a theme that is weighted more toward the tachometer, lap timer, and info pertinent to lapping. While on the street the rider will likely want more standard info including tripmeters, odo, etc. But there are plenty of options to see only what you really need for the situation.

LED lighting is used all around with nice attention to detail like this M logo in the headlight nacelle. (BMW/)

A nice addition to the M 1000 R is the use of an ultralightweight 2.8-pound lithium battery as standard. There is also a USB charging socket in the rear, while full LED lighting including the rear turn indicators that also act as the brake lights and pulse under hard braking. The entire rear license-plate bracket can be easily and cleanly removed for trackdays. Unlike the S 1000 RR, the M R gets a key fob and push-button ignition instead of a normal key.

The M 1000 R gets the Keyless Ride feature, unlike the S 1000 RR that gets a traditional key. (BMW/)

Chassis

The engine is arguably the star of the show on the M 1000 R, but the chassis is definitely fulfilling the role of the stunt double, doing most of the heavy lifting and getting less of the credit. But let’s make sure that doesn’t happen, as the level of components bolted onto the M R are quite outstanding. About the frame, which is very similar to that of the RR, with a few exceptions. The main frame is the same Flex Frame as used on the RR, assembled from four die-cast aluminum sections that are welded together and feature some areas with removed material to create the flex that engineers were looking for to allow better handling compliance in concert with the suspension. The engine is used as a stressed member and is tilted 32 degrees forward in the frame.

The M’s swingarm is virtually identical to that of its sibling, the S 1000 RR. A single-piston Brembo caliper and 220mm disc sit atop. (BMW/)

Where the chassis differs from the double R is that the M R doesn’t adopt the adjustable swingarm pivot point and doesn’t get the adjustable shock height feature for rear ride height. Otherwise the chassis is very similar to RR’s and even features a near-identical gravity-cast aluminum swingarm. Wheelbase measures 57.1 inches compared to the RR’s 57.3, while geometry numbers are also slightly different with the M 1000 R’s rake set at 24 degrees and with 3.8 inches of trail (compared to the RR’s 23.6 degrees, 4.0 inches). Fully fueled curb weight is just a touch more than its faired sibling, tipping the scales with a full tank of fuel at a claimed 439 pounds (opt for the Carbon wheels and the M Competition Package and that drops to 428).

The front of the M 1000 R is highlighted by the 45mm Marzocchi fork on which hangs blue-anodized Nissin radial-mount four-piston brake calipers pinching 320mm discs. The standard wheels on the M are forged aluminum units. Carbon fiber wheels are an option. (BMW/)

Standard Dynamic Damping Control (DDC) suspension is included on the M R, with a Marzocchi 45mm inverted fork up front and a linked monoshock out back. The fork is clamped by a milled billet-aluminum triple clamp (laser etched with the M 1000 R logo) and topped with a black aluminum tubular moto-style handlebar (with billet aluminum bar-end mirrors) and tamed by an adjustable steering damper. As for the DDC, the suspension damping settings are tied to the four ride modes: Rain, Road, Dynamic, and Race. In those standard modes there are preset damping settings, while the additional (included) Race Pro settings allow the rider to go in and individually tailor the settings to preference.

The DDC Marzocchi shock’s damping is controlled by the computer depending on the mode selected on the dash. Preload is still set manually. (BMW/)

Top-end anodized Nissin radial-mount four-piston calipers and 320mm discs handle braking duty in the front, while a single-piston Brembo caliper and 220mm disc reside in the rear. The M 1000 R comes with really nice forged aluminum wheels, but as mentioned, if you want the carbon fiber wheels, they can be obtained by opting for the M Competition Package ($4,995), which also includes the M Carbon Package (bodywork) and M Billet Package that includes rearsets. Super-nice billet-aluminum levers are already included on the bike as standard.

Standard on the M 1000 R are these beautiful billet aluminum pivoting levers. (BMW/)

Aerodynamics

As we mentioned above, one of the keys to being able to unleash the full performance of the inline-four engine according to BMW engineers—without having to “tune it for torque” and “real-world riding”—was the addition of the winglets. It might not sound like a lot, but BMW claims that at 136 mph the M’s wings provide 22 pounds of downforce, which they felt was enough to take the handcuffs off the engine. Like the similar wings on the RR, the goal is to reduce wheelies and provide stability, therefore generating acceleration with less electronic intervention. Obviously, the focus here is for trackdays, which with the level of components the M 1000 R has, makes the bike perfectly suited for racetrack duty.

The winglets on the M 1000 R generate 22 pounds of downforce at 136 mph, which gave BMW the confidence to unleash the inline-four’s full 205 hp. (BMW/)

Riding Impression

First and foremost, the M 1000 R’s focus is as a streetbike, so BMW planned a 130-plus-mile street route in the mountains just outside of Almeria, but which also included five laps on the Almeria racetrack, where we would be spending a full day lapping the S 1000 RR the following day. Our group of about eight pulled out of the hotel on a chilly morning next to the Mediterranean Sea, quickly prompting the heated grips to be switched to broil.

The M 1000 R knows how to behave when necessary, but has nasty side just a few button clicks away. (BMW/)

With cold roads, cold ambient temperatures, and cold tires, the early morning was a good time to cycle through the modes and try out some of the less-aggressive options such as Rain and Road. The former is ideal for wet roads, and since the road was dry, it wasn’t that much fun, so I cycled through the maps and settled on Dynamic for our early morning ride. The reality is the BMW’s traction control and ABS are so dialed that limiting the power delivery almost seems unnecessary. Even the “Optimum” throttle response feels totally progressive and predictable. It’s really hard to argue against really good rider aids these days, especially while navigating slick European roundabouts that are typically coated in a thin layer of diesel.

Like so many open-class sportbikes with excellent electronics, the M 1000 R can be anything and everything you want it to be. You can easily chug along in stop-and-go traffic and never get the feeling that the bike is chomping at the bit to be unleashed; it never fights you with herky-jerky throttle response or driveline lash. It just does the job. Leaving small villages heading into the mountains when the road opens up, the M R comes to life and gives you everything you ask for. The bike feels super lively, but also very composed. Almost too composed, depending on the mode setting, never getting unruly, snapping out of shape, or getting light up front.

Billiard table smooth roads did little to challenge the DDC suspension. (BMW/)

After one of our early morning photo locations, our group started conferring with each other to figure out how to turn off the wheelie control. After a bit of explanation we learned that you can’t simply turn it off in one of the four standard modes, you have to access one of the Race Pro modes that can be totally customized. But the catch is that only four modes can be active at a time in the system, so you first need to go into the menu and deselect one that you won’t be using, like Rain, and then activate Race Pro 1. Then you can configure that mode to your devious desires. In the Race Pro modes you can select the level of wheelie intervention, adjust engine-braking, ABS, and then utilize the left handlebar-mounted DTC switch on the fly.

With the coldest morning temps behind us and the sun warming the tarmac, the rest of the ride would be ridden in variations of Race Pro 1 to 3. I mean you can’t seriously think I’d be able to restrain myself from screwing around on one of the most hooligan of hooligans bikes on the planet, right? But even in this situation, I always left ABS on and had a decent amount of TC dialed on, just in case. All I really wanted was to be able to wheelie out of corners, and over rises in the road. Goal achieved. Although the bike is likely a lot more efficient with it off, you just can’t ride a bike like the M 1000 R without wanting to let the front end fly from time to time.

Well, you can’t tell from this ridiculous German license plate, but the rear should be much cleaner with US-sized plates and with the taillight function being handled by the LED turn signals. They flash under very hard braking, which is cool. (BMW/)

Having been around Almeria’s block a few times, I’d ridden many of the roads on our route multiple times over the years, but I definitely don’t recall a better bike for tackling them. Most of the roads have an amazing surface, with few potholes or bad pavement, while the corners seem at times never ending and traffic was at a minimum, a true sportbike rider’s dream. The one thing you do need to take into consideration when switching into a custom mode like Race Pro, is that your initial DDC damping settings are going to be on the firm side. Of course, you can go in and customize them, but you aren’t going to have those preset damping models optimized to each mode.

I can see that on many of America’s crappy mountain roads, you’d be better off either picking a mode like Dynamic and letting it optimize the suspension for you, or really getting into the weeds and customizing the damping circuits on the dash. A solution would be to figure out which damping you like for your local roads and replicate them in one of the custom modes so you could have the best of both worlds: the power, wheelie and DTC you want with softer damping.

As it is, the M 1000 R’s chassis is absolutely amazing. The bike’s handling is crisp and aggressive with the leverage afforded by the moto-style bar allowing you to easily flick the bike through tight corners and switchbacks. The upright seating position, comfortable seat, and good ergos for a sportbike also meant that I didn’t want to get off the thing; a long day in the saddle did little to hamper my enthusiasm.

Like the excellent suspension and chassis, the brakes on the M are amazing. The front Nissin brakes have a really progressive feel and were never grabby. As you apply more pressure to the lever the power ramps up in a very controlled manner, and yet the power was stout enough that I rarely used more than one finger on the lever unless I was whoain’ it down from triple-digit speeds. Even on the racetrack.

I’m a bit torn by the bar-end mirrors. On one hand, they provide a great rearward view, which is kind of the point, but at the same time California lane-splitters are going to be tagging car mirrors frequently. (BMW/)

Right before our lunch break, our group pulled into the Almeria circuit and were allowed to rip off five laps around the track. Having made the choice to wear street-oriented Alpinestars gear for the road ride, I was a bit of a nervous nelly out there. There’s a first for everything, and for me it was definitely the first time I’d ever ridden around a racetrack without leathers on. Hitting just under 150 mph on the near-kilometer long back straight was for one thing a real neck workout, but when my mind started thinking about if my armored Astars jeans might blow apart like tissue paper if I crashed, I pulled in a lap early. Clearly I have learned from lessons of the past and maybe, just maybe, developed a slight hint of maturity as I get into my mid-50s.

Either way, the point of the track was to allow us to get a sense of how potent the M 1000 R is when truly letting loose, something that really isn’t possible on the street in a “safe” manner (yeah, yeah, I use the word safe, with my tongue in cheek).

Conclusion

After pulling back into the hotel at the end of the day, and taking the time to reflect on what had transpired, I realized that BMW has built a truly amazing machine. The bike offers a level of versatility that few sportbikes can match. If trackdays are your jam and you rarely ride on the road, then the RR is a better choice and your neck will thank you. But if you love getting out in the mountains and on curvy roads on a sportbike, the M 1000 R absolutely delivers. Modern electronics really allow this 205 hp beast to be as mellow and cuddly as a kitten around town or as wicked, powerful, and fast as a tiger on track. Even better is that those are just the bookends of its performance, and you can dial in about everything in between with a few flicks of the buttons.

The M 1000 R is simply one of the most insane nakeds currently sold, and by far BMW’s gnarliest roadster to date. (BMW/)

Since the M is really meant to be a streetbike that can happily do the occasional trackday, I’d personally forgo the M Competition Package and save myself the $5K. The bike already comes with a ton of super-nice bits and pieces, gets all the electronic upgrades available, and comes standard with the DDC suspension. Ordering the bike like that brings the total to $21,345 compared to the standard S 1000 R’s $14,640 sticker price. Attempting to option a standard S R to get all those trick bits not only ends up costing more than the M R’s base price, but you still won’t get the latter’s engine, which is what this beast is really all about. Taking a quick glance at the competition, the KTM 1290 Super Duke R Evo is $20,399, the base-model Ducati Streetfighter V4 starts at $22,095 and climbs all the way up to $37,995 for the SP2 version, while the Aprilia Tuono V4 Factory is $19,499. Clearly BMW nailed the price, and provides a ton of features and value, especially as an up-spec M model.

We fully expect that a few of you are going to grumble that $20,000-plus nakeds are over the top, and they are. But when you look at the non-Euro competition, there isn’t a bike on the market that even stands a chance of hanging with the M 1000 R on the road and especially on the track. Well done, BMW, well done; we’ll quit waving our finger at you now.

2023 BMW M 1000 R. When will we meet again, my friend? (BMW/)

2023 BMW M 1000 R Specs

MSRP:	$21,345
Engine:	DOHC, liquid-cooled inline-four; 16 valves
Displacement:	999cc
Bore x Stroke:	80.0 x 49.7mm
Compression Ratio:	13.3:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	205.0 hp @ 13,500 rpm
Claimed Torque:	83.0 lb.-ft. @ 11,000 rpm
Fuel System:	Electronic fuel injection w/ 48mm throttle bodies
Clutch:	Wet, multi-disc back-torque-limiting; cable operation
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Twin-spar aluminum
Front Suspension:	45mm Marzocchi inverted fork, fully adjustable; 4.7 in. travel / DDC
Rear Suspension:	Marzocchi shock, fully adjustable; 4.6 in. travel / DDC
Front Brake:	Nissin 4-piston Monoblock calipers, dual 320mm discs w/ ABS
Rear Brake:	Brembo 1-piston slide-pin caliper, 220mm disc w/ ABS
Wheels: Front/Rear:	Forged aluminum; 17 x 3.50 in. / 17 x 6.00 in.
Tires: Front/Rear:	120/70ZR-17 / 200/55ZR-17
Rake/Trail:	24.0°/3.8 in.
Wheelbase:	57.1 in.
Ground Clearance:	N/A
Seat Height:	33.1 in.
Fuel Capacity:	4.4 gal.
Claimed Wet Weight:	439 lb. (428 lb. M Competition Package)
Contact:	bmwmotorcycles.com

2023 BMW M 1000 R pipeside. (BMW/)
2023 BMW M 1000 R. (BMW/)
2023 BMW M 1000 R tailsection. (BMW/)
2023 BMW M 1000 R front. (BMW/)

GEARBOX:

Helmet: AGV K5 S Mono

Jacket: Alpinestars Oscar Trucker

Pant: Alpinestars Alu Denim

Gloves: Alpinestars Celer V2

Boots: Alpinestars J-6 Waterproof

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[Stu]

There was one of these at the NEC bike show which they was showing it off and doings demos and burnouts etc with it 

 

The chief designer was there too and was asked why it was built as it would be pretty useless on the road with all that power etc and his reply was because we can and people will buy it! 

 

Which to be fair he isn't wrong  

[billy sugger]

Let's be honest, we're all power mad. to quote JC, "more power" 

[Bender]

2 hours ago, billy sugger said:

Let's be honest, we're all power mad. to quote JC, "more power" 

Kia now make a car that does 0-60 in 3.5s. 

[Stu]

19 minutes ago, Bender said:

Kia now make a car that does 0-60 in 3.5s. 

 

Did it fall off a cliff? 

[Bender]

1 hour ago, Stu said:

 

Did it fall off a cliff? 

No and it can do it repeatedly, the future is electric, if you can afford to charge it  

[Stu]

5 minutes ago, Bender said:

No and it can do it repeatedly, the future is electric, if you can afford to charge it  

You never said it was electric! 

 

That explains it

[Bender]

1 minute ago, Stu said:

You never said it was electric! 

 

That explains it

I never said it wasn't  

[Stu]

Just now, Bender said:

I never said it wasn't  

 

I just assumed it's "gender"...... 

[Bender]

26 minutes ago, Stu said:

 

I just assumed it's "gender"...... 

That's a dangerous thing to guess these days  

[billy sugger]

Thieves stole a few electric vehicles from a charging compound.

The police are following a number of leads, and hope charges will follow