BMW Motorrad have released big news today, taking the covers off the insane new M 1000 R, which you guessed it, is based on the S 1000 R nakedbike or roadster, but takes things next level. Which is really saying something, as the S 1000 R is a weapon to start with.
From what I can see the base pricing on this model also starts at $21,345 in the US, or £19,480 pounds in the UK, but I can’t spot Australian pricing at this stage. US arrival is expected in January 2023 too.
So what’s on offer? The big ticket item is the modified four-cylinder shift cam powerplant run in the M R, as BMW nicknamed this bike. That’s producing 154 kW or 210 horsepower, which is a hefty whack when you consider the standard R is pumping out 165 horsepower. I guess we can say ‘just’ 165 hp now. The BMW ShiftCam system is variable valve timing, and valve lift on the intake side to clarify.
Maximum torque is down a single newton metre to 113, while that peaks quite a bit higher in the rev range at 11,000 rpm compared to around nine on the standard, which is what we’d expect on a more performance orientated machine really. The max revs have also apparently been increased to 14,600 rpm, with a shorter secondary gear ratio, and shorter gear ratios in fourth through sixth.
BMW reckon the big advantage on this bike will be from 10,000 rpm onwards, where peak power and peak torque are reached, where the standard S 1000 R is a little more road orientated. They also provided some performance figures to drool over, the M 1000 R reaches 200 km/h 0.5s faster than the standard S and pretty convincingly roasts it on roll-ons from 60-100 km/h, 100-150km/h and 140-180km/h, with the biggest gains at higher speeds.
Staying true to the performance theme is also a set of winglets and deflectors, which create 11 kg of downforce at 220 km/h, and the prominence of those wings really varies depending on the viewing angle. The almost disappear from the side, but from above take up some big real estate in comparison.
The chassis is naturally taken from the S 1000 R, with the aluminium bridge frame mated to blacked out 45 mm USD closed-cartridge forks, with hydraulic piston-cylinder systems, adjustable fork spring base and the Dynamic Damping Control system or DDC.
The shock is a central strut with Full Float Pro Kinematics, and adjustability is via 10-stops of compression and rebound. That mirrors the fork adjustability, which runs the same ten-step scope. The electronic suspension is also linked to the riding modes, offering different damping characteristics to suit.
A specially milled triple clamp with blacked out over-clamp is also run including M 1000 R lettering, and joined by forged bar-end mirrors and wider handlebars.
The forks are also designed to run the new M R brake setup, and is the second bike to run an M brake, which is blue anodised four-pot caliper, on dual 320 mm rotors, with a single-piston caliper found on the rear in matching colours with a 220 mm rotor. Brake Slide Assist is also run, which allows brake drift into corners for track riders and racers, alongside the ABS Pro system.
A new radial master-cylinder joins the loadout, with forged aluminium wheels standard fitment, but the M Competition package upgrades that to carbon rims if chosen.
A 6.5 inch TFT is also run, with red rev counter, and an OBD interface for the M GPS Datalogger and M GPS Laptriggers, although you’ll need the optional ‘equipment’ data to run these by the looks of it, which is purchased as an activation code. Apparently you also need to purchase other hardware for the GPS and datalogging however, according to some fine print I spotted.
The M 1000 R will come in two colour options, Lightwhite M Motorsport, and Blackstorm Metallic M Motorsport, and it’s hard to pick which I like better. The more traditional S 1000 R inspired look, or that seriously mean dark streetfighter.