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…
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.
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.
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 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.
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.
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.
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.
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 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.
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 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!
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.
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