2023 BMW M 1000 RR First Ride

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BMW’s M 1000 RR is a homologation special that takes the inline-four superbike to new heights. (BMW/)

Those over a certain age will forever associate BMWs with virtues such as practicality, steadfast reliability, and, erm, comprehensive weather protection. Wholesome, sensible things, but possibly boring. However, those under the age of, say, 30, will be on a different planet altogether. For these younger folks, the defining qualities of a BMW motorcycle are more likely to be brutal power outputs and outrageous performance: crazy, fun things.

Times have changed and BMWs have changed more than most.

Enter the Ms: the M 1000 R hyper-naked (and forthcoming M 1000 XR), and this, the M 1000 RR superbike—the pinnacles of BMW’s relentless push to be fastest and first on the racetrack and a sporting ultimate on the road.

New carbon fiber bodywork and aerodynamics increase the M 1000 RR’s speed and handling. (BMW/)

Essentially a homologation special for superbike racing, the M 1000 RR has been in production since 2021 and comes to market this year with the same cutting-edge, 212 hp ShiftCam engine as last year’s machine but with a raft of clever aero developments.

Despite no change to its power output, the 2023 M 1000 RR and even racier M 1000 RR M Competition variant (the bike we have on test) are faster than the 2022 M, both through the corners and on the straightaway. Top speed has increased from 190 mph to 195 mph thanks to slippery new carbon bodywork, while huge new wings increase downforce by a sizable 40 percent. BMW claims the wings add so much cornering grip that corner speeds and lean angles are noticeably higher, which should in theory cut lap times.

The drag reduction is thanks to a new fairing that creates a cleaner airflow around the rider with a taller screen reminiscent in size to those used at the Isle of Man TT races plus a bubble-shaped nose, a reshaped tail unit and side panels, and on the M Competition model, front brake cooling ducts integrated into a new front fender.

Cooling ducts reduce the M 1000 RR’s front caliper temperature up to 50 degrees Fahrenheit on the track. (BMW/)

We were invited to test the M 1000 RR at the breathtaking Mugello MotoGP circuit in northern Italy. Not only did we have the Tuscany circuit’s sublime asphalt to help us test all this aero theory, but also two-time World Superbike champion Troy Corser to show us how to extract the best from the beast.

As a homologation special, the M lacks the DDC semi-active suspension found on a stock S 1000 RR, so we had first to spend a little time setting up both ends to match the track and Bridgestone slick tires. Once done, with help from Racing School Europe and Troy, there was the opportunity to push the limits in safety over the three days of intensive testing.

I’ve ridden Mugello many times before, but I don’t think I’ve ever lapped so quickly and with such ease. While the M looks angry enough to scare your pants off in the pit lane, out on track it carries lots of calm and composed corner speed, fueling its rider with the self-confidence of a race pro.

BMW’s M 1000 RR allows the rider to ride harder with less effort than the S 1000 RR it’s based on. (BMW/)

The combination of chassis, suspension, and new aero package gives you the minerals to seriously attack corners. Even after three days of fast testing the M was still a surprise as it ran ever faster into the apex. At what would be considered extreme lean angles it felt consistently planted and controlled, still nowhere near the limit despite elbow sliders skimming across the painted historic curbs of Mugello.

The M’s captivating race dash not only shows brake pressure and DTC, but also lean angle. This data is live while riding but it’s wiser and easier to check once back in the pits. The bike’s data revealed that it was regularly achieving 56 to 58 degrees of lean angle, while our tutor Troy was achieving a lean angle of more than 60 degrees on the same bike. For reference: veteran racer Alastair Seeley actually touched his M’s wings down at the North West 200 roadraces in Northern Ireland in May!

Nearly 50 pounds of downforce are produced by the M 1000 RR’s winglets at 186 mph. (BMW/)

It’s hard to quantify how much the wings improve the riding experience or cut lap times for each rider, but the M’s feel, feedback, and stability at the front end are intoxicating, lifting normal track riders like me to a level never experienced beyond a video game. According to BMW the new wings produce 3.5 pounds more downforce at 93 mph than the 2022 M 1000 RR; 6.2 pounds more at 124 mph; and 9.5 pounds more at 155 mph. At 186 mph, which was hit almost every lap on the home straightaway, the new M produces 49.8 pounds of downforce, 13.9 pounds more than before.

Fact is, when the M hit the notorious crest at the end of the straight, it remained planted at 186 mph. So stable and predictable, in fact, that I could in theory have taken one hand off the bars to wave at our photographer had there not been some heavy braking to be done for turn 1.

For comparison, I jumped on the standard S 1000 RR—a bike that drips with racetrack competence and speed—for a few fast laps, and immediately understood not just how much quicker the M steered but also how much easier it was to ride.

A larger windscreen and wider bodywork give the rider more cover at speed for less fatigue. (BMW/)

The M is lighter: 423 pounds (422-pound Competition package was tested here) against 434. Its carbon wheels help significantly reduce unsprung weight and steering inertia. What was truly surprising, though, was the difference between the aero packages of the two bikes. The M’s larger screen and wider carbon bodywork are easier to get in behind and make 186 mph feel more like 125 mph. It also took more physical effort to hold on when riding the S 1000 RR, and I assume this difference would be felt more by larger riders.

While there’s no change to the M 1000 RR’s 999cc ShiftCam engine for 2023 you’re unlikely to feel shortchanged by the claimed 212 hp output that peaks at a wild 14,500 rpm (750 rpm higher than the standard S 1000 RR). During this test at Mugello, we rode the European version, not the restricted US version with 205 hp at 13,000 rpm.

Our EU-spec test unit makes more horsepower than the US model. (BMW/)

Comparing the torque curves of the S 1000 RR and our test M 1000 RR shows the S has more grunt below 5,500 rpm, but we only let the revs drop this low when riding down the Mugello pit lane! While both machines get ShiftCam variable valve timing and lift system, the M gets lighter con-rods, a shorter intake funnel (for higher revving output), and a lightweight entirely titanium exhaust system.

Yes, the M’s inline-four loves to rev, and revs on happily to 15,000 rpm, and I was told by Troy to make use of every last rpm. According to the experts, it’s preferable to take the final turn at Mugello in second gear, to go deep, then cut back, pick the bike up, and get on the power early. Then it’s a matter of holding the throttle wide open and snicking through the gears on the smooth and, for this test, reverse-pattern quickshifter.

At which point the M blows your mind. Over that crest at the end of the straight, the M’s digital speedo passed 186 mph every lap. So long as there was a good drive out of the final turn while staying tucked, it’s relatively easy to reach that speed. Try not to miss your braking marker…

Some laps the M hit over 189 mph before I hit the stoppers. What’s more, this road-legal bike, remember, was still accelerating—all while the tach showed 14,000 rpm and still not reaching peak power, let alone the rev limiter at 15,100 rpm.

The S 1000 RR is a superbike capable of seriously quick lap times, but the M was noticeably quicker off the turns and revs freer too. Despite my best efforts, I couldn’t coax the S 1000 RR to the magic 186 mph (300 kph) at the end of the Mugello straight. Ride the two machines back to back, and the way the M accelerates between Mugello’s chicanes is pure racebike. You can feel the electronic rider aids working overtime, balancing low, hovering wheelies with relentless traction—hundredths, tenths, even whole seconds falling away from your normal lap time.

The M 1000 RR is a scalpel that carves chunks of time from your lap times. (BMW/)

The 2023 M 1000 RR’s brake setup remains the same as the previous M’s, but in theory has to do so from a higher top speed. Mugello is very hard on the brakes. Slowing from 186 mph in sixth gear to a second-gear hairpin is a big ask lap after lap, but the M-stoppers stayed free of fade and were consistent, allowing us to push the brake marker further down the track with confidence. This could be attributed to the new ducts which cut the temperature of the radially mounted M brake calipers and disc by 50 degrees Fahrenheit under track conditions.

Despite its ferocious power and speed, the M is focused on making life as easy and stress-free for the rider as possible. Lightness, protective bodywork, and superlative electronic rider aids make a difference on track. Even when pushing for lap times in 30-degree-plus heat there’s less rider fatigue—the same should be true for the road. The sizable bodywork and tall screen give your upper body a relatively easy time, cocooned from turbulence once tucked.

The M 1000 RR has the requisite Rain, Road, Dynamic, and Race settings, but it also has three Race Pro settings to dial in your perfect setup. (BMW/)

The list of rider aids is predictably long, but the standard S 1000 RR is a little more advanced in some respects given that the M does not come equipped with the steering sensor that measures how much you turn into a slide. The riding modes are Rain, Road, Dynamic, and Race plus three Race Pro settings. There is cornering traction control, wheelie control, adjustable throttle characteristics, three engine-brake settings, and that excellent up/down quickshifter. There is also launch control, a pit lane speed limiter, hill start assist, and because this is a BMW, heated grips and cruise control.

This M competition model gets a sprinkling of milled parts and an M carbon pack. The swingarm is now a half-pound lighter (it has no paint), aero front wheel covers, a DLC-coated M Endurance chain, and a pillion seat hump cover. If you intend to race your M, even race-tuned motors are available. The quality of the finish, meanwhile, is impeccable.

It looks fast just sitting still, and it’s even faster on the track. (BMW/)

After all, it hit 186 mph every lap at Mugello yet remained as stable as a cruiser out for a Sunday run to the coast. From braking point to apex it’s as agile as a 600cc supersport middleweight and carries more corner speed and lean angle than possibly any current road-legal machine.

Crucially, I can’t remember the last time a bike could be ridden so hard and fast without having to push beyond my personal limit. It was all so easy. Even at high speeds, when the wind blast should be tearing at your leathers, the bodywork allows you to get tucked away like the very best TT bike. It’s truly amazing what you can get away with, how late you can brake, and how hard you can lean. It’s a huge leap above the already impressive S 1000 RR. This beast goes just as fast as it looks.

2023 BMW M 1000 RR Specs

MSRP:	$34,040 (plus M Competition package, $5,395)
Engine:	DOHC, liquid-cooled inline-four; 16 valves
Displacement:	999cc
Bore x Stroke:	80.0 x 49.7mm
Compression Ratio:	13.5:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	205 hp @ 13,000 rpm
Claimed Torque:	83 lb.-ft. @ 11,000 rpm
Fuel System:	Electronic fuel injection
Clutch:	Wet, multiplate slipper; cable actuation
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Bridge-type frame, cast aluminum, load-bearing engine
Front Suspension:	45mm inverted fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Single shock, fully adjustable; 4.6 in. travel
Front Brake:	4-piston M Monoblock calipers, dual 320mm discs w/ ABS
Rear Brake:	2-piston slide-pin caliper, 220mm disc w/ ABS
Wheels, Front/Rear:	M Carbon; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	120/70ZR-17 / 200/55ZR-17
Rake/Trail:	23.8°/4.0 in.
Wheelbase:	57.3 in.
Ground Clearance:	N/A
Seat Height:	32.8 in.
Fuel Capacity:	4.3 gal.
Claim Wet Weight:	426 lb. (w/ M Competition package, as tested: 423 lb.)
Contact:	bmwmotorcycles.com

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