BMW M1000R (2023 - on) Review

Like the S1000R, the M uses a superbike derived cast ali chassis and semi-active Marzocchi forks and rear shock. Front springs are slightly tougher and compression damping settings stronger, giving a firmer ride and more track ability, but despite its racier set-up it’s easy to get the suspension dialled in just-so, via the riding modes.

Steering is light and accurate, the steering damper is now adjustable and wider bars make the BMW easier to muscle at speed, once the standard Bridgestone RS11 tyres get up temperature…which take a while on cold roads.

Nissin four-piston radial monobloc calipers and radial master cylinder come from the M1000RR and new S1000R. They’re powerful with a solid lever feel. BMW claim 11kg of downforce at 136mph from its new aero. They make little difference on the road, but bikes with wings are harder to steer on one wheel…

⏱️ Spend #60secondswith @Neevesy33 and the BMW M1000R then read the full review here: https://t.co/Iw2gOr4Wxf pic.twitter.com/kyZr4QBxoa

— Motor Cycle News (@MCNnews) December 6, 2022

They didn’t need to, but BMW decided to join the 200bhp race anyway…and then some. The 2023 M1000R (their second M bike) is an S1000R with wings, a stack of M goodies and powered by the ‘23 207bhp S1000RR engine. That makes it the most powerful super naked around right now.

Not only does the M1000R make 44bhp than the S1000R it’s revvier, too with peak power delivered at a heady 13,750rpm instead of 11,000rpm. As you’d expect there’s slightly less torque (just 1lb-ft), but it’s delivered it higher up the revs at 11,000rpm rather than 9250rpm.

Those are the kind of stats that would normally make for a peaky engine - a waste at anything less than track speeds (the case for every other 200bhp-plus superbike and super naked out there), but ShiftCam is the M1000R’s saviour. It gives you the best of both worlds: crazy power up top, big grunt down low and all delivered in one seamless swoop.

Gearing is shorter by one tooth on the rear sprocket (from 46 to 47 teeth) compared to the S1000RR, for even more instant thrust out of corners.

For our mountain road ride in southern Spain at its world launch, the M1000R is as tractable, enjoyable and easy to use as an S1000R. 207bhp has never been as simple to administer, although the slightly buzzy inline four lacks the soul and aural drama of big twin, V4, crossplane crank, or triple.

In fact, the M doesn’t feel a whole lot different to the S at road speeds and it’s only when we spin a few laps at Almeria circuit and experience the brutal acceleration in the higher gears that you know you’re riding something insanely quick. BMW claims top speed is up from the S1000R’s 158mph to 174mph.

We're running the BMW M1000R as part of the 2023 MCN fleet and Ben Clarke has been getting to grips with it on UK roads. He said: "It is devastatingly, mind-bendingly, pant-wettingly fast.

"Slower-moving traffic (everything else on the road, really) can be dispatched without troubling the gearbox thanks to the low-rev torque of the ShiftCam engine. But on most roads and in real-world situations, this engine is so unflustered that when you do stretch its legs the available revs feel infinite.

"It's a bit vibey and you sometimes need to adjust your cruising speed to ride around it but a few mph in either direction sorts the problem."

Build quality is generally good, although not as lavishly detailed as some of its European rivals. There haven’t been any reported problems with the latest S1000R (which forms the base of the M1000R) although early ‘Gen 4’ S1000RR’s (which shares the M1000R’s engine), suffered mechanical problems and recalls, which seem to have been rectified now.

Software and electronics are all tried and tested across plenty of other models and so they shouldn't provide any issues despite their complexity, either.

The M1000R is cheaper than a Ducati Streetfighter V4S and MV Agusta Brutale 1000RR. It’s more expensive than a KTM 1290 Super Duke R or Aprilia Tuono V4 Factory which are both arguably more characterful thanks to their respective V-twin and V4 engines. The revamped Triumph Speed Triple RS and R1-based Yamaha MT-10 SP are also cheaper, not to mention the standard £12,855 S1000R, or £14,735 S1000R Sport with its similar array of electronics and semi-active suspension.

Starting with the tasty equipment level of the S1000R Sport, the M1000R also has a new electronic rider aid to help you slide into corners on the brakes, a titanium Akrapovic end can, M Endurance chain, milled ali handlebar clamps, bar end mirrors, billet ali levers, belly pan, lightweight lithium battery, small number plate holder and, keyless ignition.

The M1000R uses BMW's familiar TFT software that uses your phone to provide turn-by-turn navigation through the dash including a handy function that lets you decide between the fastest, most economical or three levels of winding route. The quickshifter/autoblipper is incredibly precise and fires you through the gears like a racebike.

If the M1000R isn’t special enough the M Competition Package includes billet ali and carbon trinkets, carbon wheels and a black paint job for an extra £5500.