BMW M 1000 R 2023 Review

The word ‘masterpiece’ gets thrown around a lot, but it might be justified when talking about the new 2023 BMW M 1000 R. Very rarely, if ever, does a new motorcycle achieve perfection, but BMW has come very, very close with its latest creation.

It starts with the letter M, which, to the uninitiated, might seem like just another motorcycle designation. But if you know BMW, you’ll know that the letter M stands for the highest possible levels of performance and specification available in its range.

Historically, the M designation only applied to the Munich-based firm’s car division, after it was born as the brand’s high-performance arm in 1972. But that changed in 2017, when BMW introduced its first dedicated M motorcycle, the very impressive M 1000 RR superbike.

BMW said at the time that it would introduce more M models, and that promise was delivered earlier this year when the covers were pulled off the M 1000 R. But where the M ‘double R’ was perhaps slightly out of reach for the everyday punter, the M ‘single R’ aims to deliver a similar level of performance in a more accessible package.

And my oh my, BMW has passed that test with flying colours. The M 1000 R is a spectacular motorcycle. It is exhilarating, luxurious, and high tech. Go and have a ride on one. You’ll thank us, even if your licence won’t.

The BMW M 1000 R starts at $32,290 plus on-road costs. That would make it a little under $35k ride away. And, considering the level of equipment and specification that the bike comes with, and also the prestigious M designation, that price tag is really not too bad.

For comparison, the S 1000 R – which forms the basis of the M 1000 R – checks in at $22,090 plus on-roads or just over $24k ride away. But the M version offers far more horsepower, more technology and equipment as standard, and BMW’s ShiftCam. And for reference, the fully faired M 1000 RR superbike starts at $52,440 plus on-road costs.

As for the competition, the Ducati Streetfighter V4 starts at $34,900 ride away, while the Aprilia Tuono V4 Factory starts at $33,490 ride away. Also in the mix is the KTM 1290 Super Duke R ($30,915 ride away), the Triumph Speed Triple RS ($28,990 ride away), and the Yamaha MT-10SP ($28,499 ride away). Only the Streetfighter V4 comes close to matching the M 1000 R’s horsepower, with the Duc putting out 208hp compared to BMW’s 210hp.

And for those that want a little more M on their M 1000 R, the optional M Competition package (as seen on our test unit) raises the price tag to $39,890 plus on-road costs (roughly $42k ride away). That package includes more carbon (including the mouth-watering M carbon wheels), more high-end componentry, and an exclusive Black Storm Metallic/M Motorsport colour scheme.

Related: The real cost of BMW carbon wheels

When the updated S 1000 R was released in 2021, the horsepower fiends weren’t happy. That bike had no ShiftCam and much less horsepower than its fully faired S 1000 RR sibling (not that 163hp is anything to scoff at). But with the M 1000 R, BMW has righted its wrongs.

The new M 1000 R matches the S 1000 RR superbike in terms of power output, with 210hp at 13,750rpm and 113Nm at 11,100rpm, but does so in a more user-friendly upright package.

And “user-friendly” is perhaps a good term to use here, because while the M 1000 R is frighteningly fast and built with track use firmly in focus, it also offers great rideability on public roads. You can ride it at lower or higher speeds, and on urban city streets or flowing country roads – the M 1000 R can be whatever you want it to be.

I won’t say too much more about the engine performance, because the specs explain it pretty well. All you need to know is that it has a bucket-load of power and torque on tap for whenever you need it. Yes, the M 1000 R is fast. Like, really fast. But it isn’t untameable.

The comprehensive suite of electronics is much appreciated too. There isn’t much that the bike doesn’t have, with the M designation resulting in the highest level of spec on a BMW. I’m talking throttle maps, four ride modes (including a Race Pro mode), dynamic traction control, slide control, advanced ABS, adaptive LED lighting, motor slip regulation, and semi-active suspension.

But wait, there’s more. The M also comes standard with a quickshifter, a 6.5-inch TFT display with connectivity, heated grips, cruise control, keyless ignition, and a lightweight M battery. The competition package also throws in an M GPS Laptrigger function.

All of the tech works flawlessly and, thanks in part to the signature navigation wheel, the menu systems are quite intuitive and easy to use. With all that extra horsepower, the significant level of safety is very welcome.

As for handling, the M 1000 R feels incredibly lightweight and super agile. It turns with ease and holds its line perfectly through corners. The M is only a touch lighter than the S 1000 R on paper (although the S can be fitted with an M package which actually makes them the same weight), but something about the M’s handling dynamics gives it an ease-of-use aspect which is hard to beat.

Out of the box, the Marzocchi suspension is quite firm, but it is semi-active and adjustable, so you can quite easily find your desired settings. There is also an adjustable steering damper, while the overall ride position and wide handlebar make this a really easy bike to ride.

What else can I tell you? Well, actually, there is loads more to talk about. Honestly, you could look at this bike all day and still find interesting things that you haven’t yet seen. All of the high-end M componentry and styling details are impressive – even more so with the Comp package. It looks stunning and is a true work of art. Perhaps the stand-out feature visually is the M winglets that give the bike a MotoGP-inspired race look. However, chances are you won’t notice the performance benefits unless you are fully pinned on a track.

If I’m being truly honest, I’ll say I’m not a huge fan of in-line four-cylinder engines. There is something a little too clinical about them and, for me, they lack the raw character of other configurations. And they can produce some high-frequency vibration as the engine revs climb. All of this applies to the M 1000 R in some respects, but it is hard to be too critical because the engine works so incredibly well. What the M lacks in engine character, it makes up for in performance, style, and technology.

But that is my only real complaint. If fact, the worst thing about this bike is that it is too easy to go fast. Sure, it is easy enough to ride in urban environments and on public roads, but it feels wrong not to utilise the full power spectrum. In other words, while you can theoretically use this bike as a commuter, it is best enjoyed on a track or perhaps on a twisty country road away from prying eyes.

Despite the near-universal praise for the M 1000 R, it’s not a bike that will suit everyone. Yes, it is lightweight and relatively easy to ride, but it is very powerful and requires a sensible and experienced rider to get the most out of it. If you tick those boxes though, then this could be the best motorcycle you’ll ever ride.

It starts with the aesthetics, which scream premium style and performance. Then add the brilliant engine, refined chassis and suspension, and elaborate technology, and you have a bike that is very hard to criticise. Put simply, this is superbike-level performance and spec in an accessible naked bike package. And it’s bloody brilliant. Does M stand for masterpiece? There is a good chance.

ENGINE
Type: Liquid-cooled, inline four-cylinder with ShiftCam
Capacity: 999cc
Bore x stroke: 80mm x 49.7mm
Compression ratio: 13.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 210hp (154kW) at 13,750rpm
Claimed maximum torque: 113Nm at 11,100rpm

TRANSMISSION
Type: Six-speed constant-mesh (Gear Shift Assist Pro standard)
Clutch: Wet multi-plate (anti-hopping)
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Bridge-type frame, cast aluminium, co-supporting engine
Front suspension: USD telescopic fork, 45mm, semi-active, 120mm travel
Rear suspension: Aluminium double-sided swingarm, central shock absorber, semi-active, 117mm travel
Front brakes: Twin 320mm discs, four-piston fixed calipers (BMW Motorrad ABS Pro as standard)
Rear brake: 220mm single disc, single-piston floating caliper (BMW Motorrad ABS Pro as standard)
Tyre sizes: 120/70ZR17 front, 200/55ZR17 rear

DIMENSIONS
Claimed wet weight: 199kg
Length: 2085mm
Seat height: 830mm
Fuel capacity: 16.5l

OTHER STUFF
Price: From $32,290 plus on-road costs
Colours: Light White/M Motorsport, Blackstorm Metallic/M Motorsport