BMW M 1000 R (2023) - Review

Price: £19,480 | Power: 206.5bhp | Weight: 199kg | Overall BikeSocial Rating: 4/5

Review – Overview

Technical Review: Ben Purvis (10/10/22)

Launch Review: Adam Child (1/12/22)

UK Roads & Track: Michael Mann (9/8/23)

BMW’s S 1000 R is a great bike. I tested one for a whole year and loved its everyday versatility and fuss-free ability on track. But when up against the more powerful and tech-laden competition – the 200bhp hyper naked beasts that nowadays roam the planet looking for aggro – it was, on paper at least, slightly lacking.

Ducati’s Streetfighter V4 and MV Brutale 1000RR are both in the 200bhp club, with Kawasaki’s supercharged  Z H2 SE just a couple of horses shy. In the world we actually ride in it hardly matters that the S1000 R makes a peak of 165bhp, some 35bhp lower than the big boys, but sometimes the real world doesn't matter. It's the numbers that count. Hence the introduction of BMW’s new M 1000 R, with a class-leading 206.5bhp/154kw.

BMW has taken the new ShiftCam engine from the 2022 S 1000 RR superbike and inserted it into the S 1000 R's naked chassis. It makes the same power and torque, and even has the same gearbox.

BMW hasn’t stopped there. Aerodynamic wings help to reduce wheelies by adding 11kg of downforce at 220kph (137mph). New stoppers, again taken directly from the S 1000 RR give improved braking. Chassis dimensions remain the same but the standard electronic suspension (DDC Dynamic Damping Control) has been recalibrated to deal with the 45bhp increase in power. A manually-adjustable steering damper is also new.

Electronic rider aids also get a significant upgrade and recalibration to deal with the improved engine and braking power, and are linked to a 6-axis IMU. New for the M 1000 R and S 1000 RR is the new Brake Slide Assist system, which allows some drift on corner entry before the lean-sensitive ABS kicks in.

Cruise control, heated grips and an up-and-down quick shifter all come as standard (Shift Assistant Pro). We headed out to southern Spain to see if the BMW M 1000 R lives up to the hype.

VIDEO REVIEW: BMW M 1000 R (2023)

Taking it to the big naked powerhouses from Ducati, MV and Kawasaki it the new BMW M 1000 R – and we sent Chad to Spain to try it road and track

Price
Power & Torque
Engine, Gearbox, and Exhaust
Handling, Suspension and Weight
Comfort and Economy
Brakes
Rider Aids, Extra Equipment and Accessories
Rivals
Verdict
Specification

2023 BMW M 1000 R Price

What is the price of the new BMW M 1000 R? £19,480

I was expecting the new M 1000 R to be priced at over £20,000. Yes, £19,480 is still plenty of dollar but you’re getting superbike power and a huge raft of tech for under £20k. Ducati's Streetfighter V4 S is £21,495, and compared to the MV’s Brutale at £28,895, the BMW looks a relative bargain.

The base S 1000 R starts at £12,520 but that has a much lower spec and 'manual' suspension. It’s easy to start ticking the spec boxes and push the price over £15,000. For comparison, BMW S 1000 RR, with the same engine but obviously in a sports bike chassis, is £17,150.

Even higher in the range, the M 1000 R with M Competition Package (a standalone model despite sounding like it’s an option box to be ticked) is pricier still thanks to specs including carbon wheels (£5,000).

Colour choices are limited to non-metallic white with ‘M’ graphics for the standard M 1000 R and ‘Blackstorm metallic’, again with ‘M’ stripes, for the M 1000 R M Competition version. It’ll be in shops in February although PCP packages have yet to be confirmed.

2023 BMW M 1000 R Power & Torque

Transplanting the engine from the latest S 1000 RR into the M 1000 R means it has a peak of 154kW (206.5hp, 210PS) at 13,750rpm, up from 121kW/162hp/165PS for the standard S 1000 R. Peak torque is 83.3lbft (113Nm) at 11,000rpm, which is a fraction down on the 84lbft (114Nm) that the S 1000 R manages at a substantially lower 9250rpm, indicating the much racier nature of the new bike’s engine.

That desire for revs comes thanks to the ShiftCam system, which has long been a feature of the S 1000 RR superbike but not used on the naked version before. It switches the intake camshaft between two sets of lobes to alter the valve timing and lift at high rpms.

BMW hasn’t detuned or remapped the S 1000 RR motor. Usually, manufacturers will soften, or calm down their sports bike motor before transplanting it into a naked chassis. Even the gearbox and internal ratios are the same, the only difference is the final gearing, with a slightly larger rear sprocket on the M 1000 R. Compared to the S 1000 R 4th, 5th and 6th gear ratio are shorter, as it’s the same as the new S 1000 RR.

2023 BMW M 1000 R Engine, Gearbox and Exhaust

That ShiftCam engine has the same tweaks that BMW has given the 2023 S 1000 RR superbike, with an extra 2kW of power as a result, and drives through a transmission that uses one more tooth on the rear sprocket to reduce the final drive ratio so you can spend more time in the high-rev zone where it works best.

As well as the ShiftCam system, the engine benefits from titanium valves, new exhaust valve springs, a different exhaust cam profile and a new exhaust with a titanium rear silencer.

The standard S 1000 R motor is usable and easy to get along with and I was worried BMW may have diluted that with the superbike's ShiftCam engine, but they haven’t. To make a 207bhp superbike engine usable is a hard job, but BMW has pulled it off.

In the standard Road mode with restricted torque in the lower gears, its ease of use flatters the rider. Fuelling is smooth, power is progressive, and the quick shifter is light and perfectly matched with each up or down change. Even in sixth gear the motor pulls effortlessly below 30mph.

The mid-range is equally impressive. Peak torque is a fraction down and higher in the rpm compared to the S 1000 R, but there's no real loss where it matters. Drive is impressive up to 8000rpm and it's satisfying to short-shift via the smooth quick shifter, and enjoy an urgent and sporty ride, very much like the standard S 1000 R.

But the M 1000 R holds an ace card: from that relatively polite 8000rpm it revs on to a redline just short of 14,600rpm! It’s insane to think we can now ride naked road bikes with 207bhp and spin to almost 15,000rpm, feats and figures that were the preserve of World Superbike machines just a decade ago.

Thankfully BMW allowed us a few laps of the Almeria racetrack to experience the full potential of that engine and, wow, it delivers. It just keeps pulling and revving as if there is absolutely no mechanical resistance inside the motor. Top speed is a quoted 280kph or 174mph, 16mph higher than the standard S 1000 R.

But, as I mentioned before it all got a bit crazy, don’t think of the M as just a rev-happy superbike in a naked chassis. The ShiftCam engine is utterly usable in normal riding, limiting torque in the lower gears. Until, that is, you hit Race and Race Pro and all hell lets loose.

2023 BMW M 1000 R Handling, Suspension and Weight

Like the S 1000 RR and the M 1000 RR, the M 1000 R gains winglets that create genuine downforce at the front – helping to reduce the tendency to wheelie, so more power can be put down, and improving grip during braking and cornering. BMW claims the winglets add 11kg of downforce at 220km/h (137mph), and they’re mounted on a sub-structure that transmits that force into the chassis.

Although the winglets add drag, the bike’s additional power overcomes it and on the M Competition version there’s an additional wind deflector to direct airflow over the rider and offset the winglets’ wind resistance.

Although the frame is the same ‘Flex Frame’ design that’s used on the S 1000 R, the M bike gets new suspension including 45mm upside-down forks – fully adjustable, of course – and a similarly adaptable rear shock. BMW’s electronic Dynamic Damping Control (DDC) is standard, tied into the bike’s riding modes; ‘Road’, ‘Rain’, ‘Dynamic’, ‘Race’ and ‘Race Pro’. In Road and Rain settings, the damping is biased towards comfort, with ‘Dynamic’, ‘Race’ and ‘Race Pro’ each taking it a notch stiffer towards a fully track-oriented setting. Each mode can also be individually tuned to suit your preferences, and there are different settings for solo or two-up riding, selectable through the suspension menu on the TFT dash.

All the extra kit of the M 1000 R doesn’t increase its weight. Complete with a tank of fuel, the M bike weighs in at the same 199kg as the standard S 1000 R.

On the road, you really notice a difference between the riding modes, which change not just the engine parameters but also the handling and character of the bike. 'Road' is obviously set for comfort; there’s more movement and transfer through the chassis. You can feel the suspension working, while the ride is plush and very much that of a road bike. This is ideal for around town and running over road imperfections with relative ease. You can still have a spirited ride, but once into Dynamic mode you feel the difference immediately as you have to work harder to make the suspension work. It’s not stiff like a race bike but there feels like less travel, and movement, which means you can ride a little more aggressively.

I did try Race mode on track, but only had a handful of laps and, anyway, Race and Race Pro are more suited to slicks or track-biased rubber than the Bridgestone RS11 tyres. For the majority of the ride, I simply opted for the standard Dynamic road, flicking to Road for town work.

You can, should you wish to, change the suspension electronically, by changing front damping, rear compression and rear rebound electronically. Pre-load is manually adjusted, not electronic. Obviously, you can change the suspension to match the way you ride and your weight.  

The steering is light and easy; eminently flickable for a 207bhp bike. BMW have worked hard to maintain the BMW S 1000 R's 199kg wet, which is class leading. Only Ducati’s £30,000 Streetfighter V4 SP is (a few kg) lighter, while the M is 40kg lighter than Kawasaki’s supercharged Z H2 SE.

I never fully clicked with the standard Bridgestone RS11 tyres. To be fair, the roads in southern Spain were cold and far from perfect, but the Bridgestone’s took a while to warm up and didn’t offer the feedback that translated into confidence. Certainly, I could scrape a knee-slider for the photos, and I never felt the DTC or ABS kick in (unless deliberately provoked) – but the confidence to lay the M 1000 R on its side or brake deep into a turn remained just out of reach.

2023 BMW M 1000 R Comfort and Economy

The adaptable DDC suspension does wonders for the M 1000 R’s comfort, and unlike the S 1000 RR that lends its engine the naked bike has an upright stance that won’t turn you into Quasimodo after a day’s riding. The bars are slightly wider and more aggressive, but certainly not radical. As mentioned, the suspension can be softened on the move (into Road or Rain mode) but, even so, the seat isn’t the most sumptuous – simply comparable to other naked sports bikes in this class.

Despite its name, the ‘M Competition’ version promises to be the more comfortable version, with its wind deflector improving airflow around your helmet and directing the blast away from your upper body. It also adds adjustable ‘M’ footrests into the mix to make for a riding position that can be tailored to more shapes and sizes than the standard bike.

Under WMTC standard testing conditions, the M 1000 R is rated at 6.4l/100km fuel economy, which equates to 44mpg. That’s the same as the S 1000 RR that lends its engine to the new bike, and only fractionally worse than the S 1000 R, which manages 6.2l/100km (45.6mpg) in WMTC testing despite its 45hp deficit. With a 16.5l tank, that means you should be able to eke out a range of up to 160 miles between fill-ups if you ride carefully.

During the test I managed 6.5l/100km (43.4mpg), which is not far from BMW’s claim. On a S 1000 R I’d typically attain low 40s to nearly 50mpg on the odd occasion, with the fuel light coming on slightly early at around 120-130miles.  Again, I’d expect similar from the M 1000 R, which is impressive for a naked superbike.

BMW hasn’t lost any of the standard bike’s usability. Cruise control is still included as standard, as are three-stage heated grips. The same informative 6.5-inch dash remains, with the BMW navigation wheel on the left side. If you’re not used to BMWs then it takes a while to click with but once you're familiar with the set-up, the information is almost never-ending. I particularly love the optional race dash, which clearly shows lean angle, brake pressure and TC intervention. 

2023 BMW M 1000 R Brakes

The addition of ‘M’ brakes is one of the big upgrades that the M 1000 R gets over the lower-spec S model, which makes sense given its vast performance increase.

The calipers are now the ‘M’ versions that first appeared on the M 1000 RR; four-pot radials at the front gripping 320mm discs, 5mm thick, on black anodised carriers. A radial master cylinder is also used, and BMW will offer two brake pad compounds, one focused on road use, the other developed from the company’s experience in the World Endurance Championship and biased towards track use.

As you’d expect, the brakes are tied to BMW’s ABS Pro system, which works in corners thanks to a six-axis IMU and features a variety of settings to suit the different riding modes, and like the latest S 1000 RR the M 1000 R gets a Brake Slide Assist system – active in ABS Pro setting ‘2’ – that allows a pre-set drift angle to be introduced before the rear brake pressure starts to be limited by the anti-lock, with the engine braking control system also in the loop.

On the road and especially on track the brakes feel like a big upgrade over the standard bike. They are phenomenally strong. On the road you only ever need one finger on the adjustable radial flip-up lever, designed to flip up and not snap in a low-speed crash.

That ABS is recalibrated for the more powerful calipers, and stability during high-speed braking has also been increased by the downforce of the new wings. The M feels phenomenal on the stoppers and could well turn out to be the best in class.

2023 BMW M 1000 R Rider Aids, Extra Equipment and Accessories

That Brake Slide Assist system is just the tip of the iceberg when it comes to rider aids – the M 1000 R has a vast array of systems to help save you from yourself.

The riding modes – Rain, Road, Dynamic, Race and Race Pro 1 to 3 – each alter the throttle map to change the power and torque characteristics, as well as altering the settings for the ‘DTC’ Dynamic Traction Control system, itself taking information from the six-axis IMU to work in corners as well as straight lines. There’s a wheelie control function, launch control, a pit lane speed limiter and a hill start system to hold the brake as you full away on a gradient.

The Shift Assistant Pro quick-shifter, which works on both up and down changes, is also standard and like the S 1000 RR the shift can easily be reversed into a race pattern, with first gear up and the rest down.

On top of that, there’s cruise control as standard, as well as adaptive cornering lights and heated grips.

There are so many rider aids and options we didn’t have enough time on the press launch day to try them all. But those we did play with worked to the highest level. Everything can be personalised to taste, from Rain mode will full rider aids acting as a safety net, to very few rider aids with ABS active on the front wheel only. One button on the left cluster turns off the TC and anti-wheelie control allowing you to loft the front end should you wish.

When it comes to options, the most notable is the M Competition Package, which is really a second version of the bike rather than an extra. As well as different paint work, it adds the M Carbon wheels, the adjustable M footrests, a selection of carbon parts including huggers front and rear, the chain guard and tank covers. The M Competition version also gets the wind deflector.

Individual options that can be added include a pillion seat cover, titanium manifold and front silencer to match the standard titanium end can, a windscreen, low or high seat options and all of the carbon parts in the M Competition package – including those wheels – can be ordered separately and added to the standard bike. 

Rivals

It’s clear that the M 1000 R is aimed directly at the most powerful unfaired machines on the market – an exclusive gang that includes the Ducati Streetfighter V4 S and SP, the MV Agusta Brutale 1000 (and its Rush derivative), and Kawasaki’s Z H2 – although more attainable bikes a step down the food chain in terms of brute power, including the 177hp KTM 1290 Super Duke R, Triumph’s similarly powerful Speed Triple 1200 RS and Aprilia’s Tuono V4 1100 will also be snapping at its heels.

2023 BMW M 1000 R Verdict

BMW already have an excellent naked bike in the S 1000 R. In many ways, they didn’t have to produce this 207bhp naked superbike, but thankfully they have.

On paper at least it makes market-leading power, while its electronic package of rider aids and riding modes are class-leading. Add lightweight handling and awesome braking power – not to mention the 'M' look and a high level of finish – and the pressure is suddenly on the competition. At under £20,000 it’s cheaper than the 200bhp Italian super nakeds, too.

I would want to change the M's Bridgestone RS11 rubber for something more track-focused. And there's a little bit of me that wonders if BMW could have done more! The M is so good, so usable and so easy to ride that perhaps they could have gone even further – produced something a little more radical. It’s almost too good. I know that sounds mad.

The big test will be when it goes up against the competition. I predict that it will be the easiest of the super nakeds to ride ‘normally’ and will it cut on track. The standard S 1000 R was done on lap speed compared to the competition, but now I expect the BMW to be on top of the leader board – it will be close. But the BMW may not offer the character and desirability of the others. I can’t wait for the group test.

500 miles in a week – Michael Mann’s UK Roads & Track Review

When TT legend, John McGuinness, points at your bike saying, “that’s fast” after a track day session then you know you have a serious weapon in your hands. He was riding a 2021 Honda Fireblade by the way, which is not exactly shabby.

Not only is the rate of acceleration harpoon-like but the constant flood of speed which keeps coming and coming as you fly through the revs, and it seems to have the ability to bend time. The redline is way up there at 14,000rpm, and the four-cylinder Shiftcam-housed motor isn’t afraid to show you a good time, without screaming for help. I remind you this is a streetbike, not a race bike. For example, when catapulting yourself out of Charlies and down the back straight at Cadwell Park – one of the most complex, picturesque, and challenging circuits in the UK, if not the world - third gear is enough to climb past 135mph so, so quickly. And there’s still 4, 5th and 6th to go!

The rain showers restricted my track time to just half-a-dozen laps of Lincolnshire’s finest circuit amongst but the ride there and back, plus a bunch of A-roads, B-roads and M-roads on various other trips all formed part of my 500-miles-in-a-week with the naked M R, BMW’s first naked roadster to bear the famous badge.

Some would argue that the S 1000 R is enough of a ripper (a ripper that starts at £13,100 but can be tweaked with all sorts of performance and styling accessories to take it to £23,000), well plot spoiler… the M enters the fray with its shiftcam-based engine making 45 more bhp and takes both performance and appearance to the next level. Among those upgrades over the S R are the carbon wheels courtesy of the £5,500 M Competition Package which are 1.7kg lighter in weight and come with a set of thicker brake discs and a wider rear than standard (200 instead of 190). This is said to enhance performance with faster handling and quicker lap times. Maybe John McGuinness would be able to notice a difference, but not this advanced group track-dayer.

Are the extras worth it? If you’re keen on bragging rights, aesthetics, and can justify the wallet-lightening, then yep, probably. There are plenty more official accessories that would take the total north of £29k if you were that keen.

However, my grievances begin and end with two issues and one minor concern. I’ll keep it simple – the mirrors are useless. For a vibey and high revving engine such as the M Rs, you’d have thought BMW’s usually uber-efficient engineers might have had a chat over their morning brew to discuss potential issues with seeing behind – that said, the bike is so quick, you’d not have enough time for even the briefest glance before arriving at your destination.

The £170 extra fly screen attached to our test bike has a very poor finish on the rear, which is where the rider looks, it’s always in your field of vision when riding so if I’d dropped c.£25k on the M I'd want to be looking at perfection.

It wasn’t the warmest week of British summer yet I still noticed plenty of heat emanating from the left-side of the engine around my calf area (which isn’t even the exhaust side).

However, let’s continue to praise this incredible motorcycle: there’s plenty of room for this 6-footer, and a comfortable position with a natural reach to the handlebars, sporty to go with the extraordinary performance yet not too weight on the wrists. 110-miles consisting mainly of motorway was no issue, especially with cruise control at my fingertips. Nevertheless, the fuel light coming on at around 100 miles did allow a welcome stretch.

Other than the vibrations through the handlebars and fuel tank/inner thighs, the engine is very useable on the UK roads, it’s as if the bike knows the environment it’s in – manageable and calm on the roads but astonishingly and eye-wateringly quick when you open the taps that keeps pulling hard all the way beyond 13,000rpm. Even as low as 7,000rpm your natural motorcycle instincts (based on speed and sound) are telling you to change gear yet there’s still plenty more accelerating yet to be done. It’s a real thrill, and there aren’t too many bikes that had me smiling from ear to ear after even the shortest blast.

The switchgear is simple to understand and operate, with the familiar BMW trackwheel operating the multiple options. For once I actually enjoyed tinkering with the rider modes to suit what I wanted on the road and then track. It’s all very intuitive.

When riding home from our Bennetts BikeSocial Track Day at Cadwell Park, I deliberately left the Race mode engaged to see how it reacted to riding through North Lincolnshire’s villages, and I was chuffed to hear the off-throttle exhaust popping. So much so that I rode the full 60-miles with a massive, childish grin on my face.

Just remember this, you need your licence to be able to ride, so treat the M R with the respect it deserves. It’s a shame though, because it’d be like owning Red Rum yet only ever trotting. Worthy of note is how long it takes to fill-up too, just when you think it's brimmed the fuel gurgles slowly into the tank and leaves room for more.

FACT: making over 1000 hp per tonne, the M 1000 R shares that stat with a $1.4m Hennessey Venom GT, which in turn is way beyond what any Ferrari, McLaren, Porsche, or Bugatti production car can do.

OWNER REVIEW – BikeSocial Member, Kev Fish

Kev from Cambridgeshire has been riding for 11 years and has owned, among others, an Aprilia Tuono V4, but bought the M 1000 R having initially admired the look of the R Nine T. Bear with me. He initially thought he was ready to give up on the quick bikes so traded in his Tuono for an R Nine T. “I was wrong... and placed an order for the M R as soon as I saw it released.”

Having covered 1200 miles so far just on local routes and a bit of commuting, Kev’s not yet done any significant trips.

He says, “The only modifications I made was to replace the stock headers but retaining the existing end can. In my opinion it is too loud so I would recommend either replacing the end can as well or purchasing the optional dB killer, there's no way you'll get on track without something to reduce to dB level.

“I've used the stock Bridgestone tyres, and while I'm surprised BMW picked them as their OE, my skill level ends way before their capabilities.”

Kev’s Good Bits

• The noise once the stock headers are replaced is bonkers

• The power is obviously crazy, add with that the feel when the cams shift

• It's light so easy to move around at slow speeds

• The electronics/connectability/configurability is cool

Kev’s Not-So-Good Bits

• The sounds as standard, going from a V4 to an inline 4 the BMW is already at a massive disadvantage and the Euro5 stock system doesn’t help. Don't get me wrong it does sound nice when you can hear it, but as standard that's never when actually riding.

• Any suspension setting other than Road mode given the state of UK roads isn’t great

• MPG: the bike tells me it gets 40mpg, but in reality, it’s somewhere between 25-30

• Even with full no claims discount insurance isn't the cheapest.

Kev’s Random Notes

• If you use quad lock you have to get a vibration dampener, broke my iPhone on the first ride having never had issues with other bikes

• You can only have four active riding modes, to access configurable Race Pro modes you have to disable some of the standard modes

• The exhaust overrun pops/bangs you used to get with the older S 1000 R models only happens in the Race modes.

• I finally found a baffle that had to come from Europe and once fitted it takes the edge off but doesn’t look great and feels like an afterthought.

BMW M 1000 R (2023) Technical Specification

What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard

• An ignition immobiliser system

• A vehicle marking system

• An alarm system

• A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.