Motorcycle specifications BMWM 1000 R 2023 La Menace dans la peau

Some countries have more telluric activity than others. In Italy, it's around Bologna or Noale. No need to look for Vesuvius or Stromboli there....Let the compass move further north. A volcano has just erupted from the bowels of Munich. Its blood is not red but blue and white. It's the M 1000 R - BMW's craziest roadster.

No more and no less than a very muscular version of the S 1000 R. The latter was already no slouch with 165 hp. There are a minority of particularly powerful (too powerful?) hyper-roadsters: the compressed Kawasaki Z H2, and the sulphurous Ducati 1100 Streetfighter V4. The latter is the direct target of the M 1000 R. To smash it in the face, the German engine-makers have transplanted the engine from the M 1000 RR Superbike into the S 1000 R. And now, yes now, watch out, it's going to hit hard. A 210-hp tornado sweeps through the roadster world.

It 's wild! With 2 hp more than the Ducati, the M 1000 R becomes the most powerful production roadster on the market. It overtakes the 45-hp S 1000 R. A slap in the face!
And yet, the engine hasn't gained an extra 500 cm3. BMW has simply given it its best. This block features Shiftcam technology, which allows you to vary valve timing. To get more watts out of the engine, maximum revs have been raised again, from 12,000 to 14,600 rpm. Torque is lost a little, with the maximum displaced by 1,750 rpm, but still benefits from 11.3 mkg at 11,000 rpm.

But as if it weren't enough to have the strength of a hypersport, the transmission has been shortened compared to the S 1000 R: 2 teeth more for the crown gear and the last 3 gears tighter. Imagine the joy of gas flowing through the variable intake ducts, intubating in the center of the titanium valves, energizing the 4-cylinder effort to boost a sick acceleration. Just 7.5 seconds to reach 200 km/h. Enough to leave any Lamborghini in the rear-view mirror. Which will have trouble breathing in the scent of the titanium silencer.

of course, BMW doesn't let go of this monster without as many safeguards as possible. The M 1000 R is guided by 4 standard driving modes (Rain - Road - Dynamic - Race), to which 3 sportier modes (Race Pro 1 - 2 - or 3) can be added as options. Each Mode adjusts throttle response, traction control, engine braking, wheeling control and even torque delivery to suit each gear. The Race Pro range allows very fine tuning, for riders who want to fine-tune their electronics.
Other features include Shifter Pro Up&Down, Launch Control, pit lane speed limiter, hill start assist, Brake Slide Assist to control corner entry slippage, cruise control, keyless ignition... plus a 165 mm TFT screen with multiple displays. The rider can choose between 4 instrumentation themes. After that, it's amazing how much information it can give you: speed, gear engaged, rev counter, cornering and deceleration values, lap times, number of gear changes and throttle position per lap, DTC intervention report, fuel gauge, chosen riding mode, temperature, etc.... It just takes a big slab of documentation to get through it all.

The M's stance could be identical to that of the S 1000 R - but that's without taking into account the war paint adopted by this bull. And the aerodynamic appendages added to the sides. Yes, after the hypersports, the hyper-roadsters are getting in on the act too. We see them on the MV-Agusta 1000 Brutale, the Streetfighter V4, small ones integrated into the Tuono V4 's scoops - and now on the BM. True two-stage dust scoops, allowing 11 kilos of support on the front wheel at 220 km/h. As a result, traction control humps less and lets more potato through.
A virtually indestructible M Endurance chain was chosen to convey everything to the rear wheel.

the M 1000 R's enormous potential for both track and off-road riding requires a very strong chassis. The basic structure is the same as that of the S 1000 R, with an aluminum perimeter frame borrowed from the sporty S 1000 RR. Suspension is also of the same profile, with a 45 mm inverted fork and monoshock, both adjustable from anywhere - except that DDC controlled damping is fitted as standard. This reacts according to the driving mode selected, with the option of making your own settings.
First-rate liveliness is a must. That's why forged aluminum wheels, a lighter battery and wider handlebars are so welcome. And yet, the lighter parts merely erase the weight taken from elsewhere. The M 1000 R, like the S 1000R, weighs in at 199 kilos TPF. BM offers the possibility of further weight savings on unsprung masses with carbon wheels, available as an optional extra in the M pack.

Braking is by M calipers, introduced on the M 1000 RR. Beneath the blue anodizing are Superbike-derived Nissin 4-piston radials. Power to the max to stop this machine, ready to bend the 320 mm front discs. Two sets of brake pads are available in these jaws: one for the road, the other Endurance-style for the track. The rear is powered by a 220 mm disc bitten by a single piston. All under the supervision of an ABS cornering system.

The M 1000 R takes a little pleasure in its styling, with handlebar-end mirrors, a milled aluminum bridge clamp, a short plate holder, an M animation on the dashboard alarm clock, a backlit M logo in the headlamp, M control levers, an all-black fork and a sport brake jar.

Naughty , naughty, naughty! As with its hypersports models, BMW has taken a no-nonsense approach with its M 1000 R roadster. Makes you wonder who could run something like this.... Without electronics, there's no doubt that this roadster, like its buddies, could send 99% of users into a tailspin. But this bike exudes something fascinating, bordering on the forbidden, the mad and the debauched.
Its price may be higher than that of the S 1000 RR, but its scare factor is even more present... and captivating.

M.B - manufacturer's photos