2022 BMW S 1000 R: M-SPORT

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Bike Reviews

By JeffWare - 04 October 2022

Words: Jeff Ware Pictures: Zane Dobie/JPMedia P/L

The new S 1000 R arrived mid 2021 and came with a host of changes from a TFT dash to a revised engine, chassis, styling, and electronics package. It comes in five variants: Standard, Sport, Race, M-Sport and Clubsport. We tested the M-Sport and loved every second! The M-Sport as tested comes in at just a shade under ten grand more than the standard S 1000 R’s price tag of $23,075…

Fantastic riding position for a sports naked.

The standard model S 1000 R features ABS Pro, Race ABS, DTC, Dynamic Brake Light, LED lights all-round, TFT dash, Riding Modes, Hill Start Control, Drop Sensor, Passenger Kit, and a USB socket in addition to the normal specifications but the R Sport gets Adaptive Headlight, Daytime Riding Light, Headlight Pro, Tyre Pressure Monitor plus the Comfort and Dynamic Packages.

Electronic rear shock operation is brilliant.

The forks also have DDC (Dynamic Damping Control).

The R Race gets the same plus M chain, battery and forged wheels and a sports muffler. The R M-Sport gets all of that stuff as well as M Endurance Chain, M GPS-Laptrigger, Sports Silencer, M Sport Seat, M Battery, M Carbon Wheels while the top shelf R Clubsport gets the M-Sport goodies plus a Carbon Package, M Billet Pack, and an alarm.

American made two-piece Hayes calipers are OK but nothing special.

Stunning carbon-fibre wheels.

It might have creature comforts and BMW luxury touches, but this bike is pure performance and not for the long haul trip around Australia or for the faint hearted. It means business, no matter the Ride Mode, and the more you give it the angrier it gets.

The M-Sport engine makes 121kW and 114Nm.

The new S 1000 R has amazing, linear torque and perfect power delivery from idle to the rev limiter. It’s not instant, explosive response but more a controlled build of huge horsepower and torque. And in that mid-range area, wow, the M-Sport has some very serious go. With the same upgrades as the 2019-onwards S 1000 RR but with tuning for more mid-range, the new R has 121kW (165hp) at 11,000rpm. Maximum torque of 114Nm is available at 9,250rpm, so it’s broader and gruntier than before. It also has taller top three gears for more relaxed highway use… Broadening the spread of power even further.

All new front look for 2022. The LED headlight is sensational.

Neat rear, with a fat Pirelli tyre to hook up all of that power!

The standard model comes with the usual three Ride Modes – Rain, Road and Sport, but the M-Sport has Dynamic and Dynamic Pro as well, plus the Ride Modes are linked to the DDC so that not only are you getting engine maps, but you are also getting suspension behaviour to suit. It’s a fantastic system and very refined these days. In fact, I would not bother to create any customised versions, BMW have the presets spot on, although I didn’t ride it on track and Dynamic Pro may still be a bit soft there.

BMW TFT dash, the best in the business.

I spent most of the time in Road, as a lot of my riding was daily duties. I also did a few wet weather rides in Rain, which helps tame things down, but when going for it, I generally chose Dynamic or Dynamic Pro, as I found the DDC still gave a compliant enough ride on the rough roads, but I enjoyed the extra engine response and the wild popping on back-off that Dynamic Pro gives.

Brilliant steering and stability from the S 1000 RR derived Flex-Frame.

BMW’s Quick Shift Assist Pro is one of the best systems out there if not the best. They were early adopters of the quickshifter and certainly have the experience to create such a refined and reliable system as they have. The gearbox ratios are good, with first not too tall that you need to slip the clutch for ten kays, and rapid enough acceleration through second and third. I didn’t notice the fourth and fifth changes and sixth gear did have the revs lower at highway speeds, but the vibes were still enough to blur the mirrors.

The Akrapovic silencer has a tough note particularly downshifting.

Good clutch, scroll wheel, but some vibrations in the handlebars.

Overall, the engine is an absolute cracker, with that smooth build of power off initial throttle opening, then the four-cylinder reward of rapid revs and mega mid-range to top-end. The only gripe? The motor vibrates like hell through the ‘bars and ‘pegs from 6000rpm.

The brakes are great, unlike on the S 1000 R.

The chassis is amazing. Again, with well over a decade to refine the S 1000 RR, BMW know what they are doing, and the transition to the S 1000 R for the latest generation has worked. The Flex-Frame offers intimate feel and feedback, not MotoGP stiffness, while still handing out flickability and accuracy. The mechanical grip at both ends is extraordinary, and combined with the sensational Pirelli Diablo Rosso Corsa II tyres, the M-Sport is truly on rails.

Jeff loved the handling of the S 1000 R M-Sport edition.

Braking is something BMW know how to do but on the latest S 1000 RR, the switch from Brembo to Hayes calipers was, in my opinion and experience on track, a backwards step. However, on the naked S 1000 R, in road sports conditions, I can’t fault the brakes. Despite only having a conventional master-cylinder not a radial-pull one, they have immediate but not intimidating initial bite, incredible power, and fairly good feel.

The best colour scheme of any BMW in Jeff’s opinion.

Good for a quick stop off for a pie and Coke!

The S 1000 R M-Sport Edition is one hell of a motorcycle. Perfect power delivery, from idle to the rev limiter. In Dynamic Pro, it’s the quickest and best handling nakedbike I’ve ever ridden. Sublime steering. Intimate feel. Incredible brakes. And the best sounding, particularly the pop on the back shift. Wow… it’s an angry beast. And it looks amazing in Light White/M Motorsport. Go and try one!

From this angle you can see the ‘bars are quite low and sporty for a naked.

2022 BMW S 1000 R M Sport Specifications

Price: From $23,075 Ride Away ($32,930 R/A as tested)

Configure your bike and price here

Claimed Power: 121kW[165hp]@11,000rpm

Claimed Torque: 114Nm[@9250rpm

Wet Weight: 194kg (with carbon wheels)

Fuel capacity: 16.5L

Fuel Consumption: 6.2L/100km

Engine: Liquid-cooled in-line four-cylinder engine, 999cc, DOHC, 80 x 49.7mm bore x stroke, 12.5:1 compression ratio, valve activation via individual rocker arms, variable intake camshaft control system BMW ShiftCam, Gearbox: Constant mesh six-speed with quickshifter Clutch: Self-reinforcing multi-plate anti-hopping wet clutch, 525 chain 17/45 gearing.

Chassis: Aluminium composite bridge Flex-Frame frame, load bearing engine, aluminium underslung double-sided swingarm. Rake: 65.8º Trail: 96mm

Suspension: Marzocchi USD 45mm telescopic fork, spring preload, compression and rebound stage adjustable with DDC, Marzocchi central spring strut rear, spring preload, adjustable compression and rebound stage with DDC.

Brakes: BMW Motorrad ABS Pro, dual 320mm rotors, radial four-piston Hayes calipers, single rear 220mm rotor, single-piston floating Brembo caliper, conventional master-cylinder.

Wheels & Tyres: Carbon-fibre wheels, 3.50 x 17in, 6.00 x 17in, Pirelli Diablo Rosso Corsa II 120/70 ZR17, 190/55 ZR17.

Dimensions

Wheelbase: 1450mm

Seat height: 830mm (810mm and 850mm available)

Overall width: 812mm

Overall length: 2090mm

Overall height: 1115mm

Instruments & Electronics: 6.5-inch TFT screen, multiple display modes, Keyless Ride, DDC, DTC, Gear Shift Assist Pro, Riding Modes, Cruise Control, Engine Braking Control, Adaptive Headlight, Tyre Pressure Monitor, ABS