2021 BMW M 1000 RR First Ride Review

[Hugh Janus]

Lofted wheelies showcase the strong midrange torque and excellent chassis balance of the BMW M 1000 RR. (Jeff Allen/)

The curbs lining Chuckwalla Valley Raceway’s intricate 2.68-mile layout are the bogeys to the 2021 BMW M 1000 RR’s fighter-jet precision. The Bavarian-built literbike’s locked-on attitude showcases years of the company’s racing endeavors and technical expertise, and the bike serves as a platform for developing future improvements.

Of course, the M 1000 RR is also a homologation special. Every bit of the bike’s design and performance is focused on gaining advantage within the scope of World Superbike technical regulations. The street-spec equipment is there merely to meet DOT requirements and ensure it qualifies as a for-sale streetbike in accordance with the rules of production-based racing. Yes, the $37,490 M is there for well-heeled trackday connoisseurs or even club racers, but its number one role is to give BMW Motorrad and its supported racing efforts a machine on which to work their magic in search of the ideal lap time.

What you get is a motorcycle that Motorrad touts as the first two-wheel model to join BMW’s iconic M-series. It’s a competition-minded offspring of the S 1000 RR, a bike which has been a contender in the open-class production literbike category since its introduction in 2009. The difference is that the M 1000 RR is sharper and more exotic, allowing the elite to race to glory.

The M 1000 RR has an aggressive stance and tight dimensions that complement its lightweight handling. (Jeff Allen/)

As with the ripping S 1000 RR, the M RR uses the same basic 998cc inline-four with BMW’s ShiftCam Technology. It’s a spectacular engine in S form, but a number of internal components are altered with racing in mind. A set of lightweight titanium Pankl connecting rods, 2mm longer than before, move new lower-friction two-ring forged Mahle pistons. These lighter components kick redline to 15,100 rpm, 500 rpm higher than the S model. Compression ratio is bumped to 13.5:1 via a new combustion chamber profile, while valve-actuating finger followers have been redesigned for reduced weight. Even the titanium Akrapovič exhaust shaves 8 pounds in comparison to the exhaust system on the S 1000 RR.

Horsepower and torque figures of the BMW M 1000 RR gathered on the Cycle World dyno. An important note: Our test unit was flashed with the dealer-installed “torque map.” (Robert Martin Jr./)

The result of these revisions is a powerplant that, BMW Motorrad claims, undramatically produces 205 hp at 13,000 rpm in US trim, the same numbers as the S 1000 RR in stock configuration. The lighter parts and higher redline are simply waiting for racer mods so the bike can make competitive power at the track. Our test unit was flashed with the dealer-installed “torque map,” which we tested on the in-house Cycle World Dynojet 250i dynamometer. The M RR produced a peak 161.30 hp at 11,230 rpm and 77.07 pound-feet of torque at 9,250. Analyzing the curves indicates the optional flash eliminates the S model’s frustrating dip between 6,000 and 8,000 rpm, but power quickly signs off just after 11,000 rpm, leaving 4,100 rpm of overrev waiting to be uncorked with race-spec tuning changes.

The M 1000 RR shreds corners with an any-apex, any-time manner. (Jeff Allen/)

That bumped midrange torque makes the M 1000 RR a missile on corner exits. The ripping initial acceleration was aided during our trackday test session by the superb grip of the Dunlop KR448 and KR451 racing slicks we mounted to our testbike; these gave us extra confidence when ripping gears after the apex, aided as we were by the seamless action of the standard bidirectional quickshifter. Even with the extra midrange, superb grip, and quickshifter, BMW’s over-complex electronic rider-aid package and a numb throttle connection damp the harmony of man and machine. Ride-by-wire throttle inputs don’t precisely match expected results most of the time. And the four basic levels of traction control in Ride Pro modes (Rain, Road, Dynamic, Race) each feature 15 further settings of adjustability, with +7 being the greatest level of intrusion and -7 the least, for a total of 60 selectable options. With many, many hours of seat time and tuning experience this might make sense, but it’s a lot to absorb.

The sorcery is within the M 1000 RR inline-four engine. Trick components like the Pankl titanium connecting rods, two-ring Mahle forged pistons, and allow for quick revving to its 15,100 rpm redline. (Jeff Allen/)

After working with all these options in the time allowed by our one-day track test, I found that dialing the TC to a less intrusive setting (my preference was -4 with wheelie control reduced to level 1) provided the most visceral riding experience. This helped the M RR make the most of its linear power delivery and low-end grunt; it exhibited ripping corner-exit acceleration while perfectly maintaining low-trajectory MotoGP-style power wheelies as seen in slow-motion replays. Awesome.

The TFT display of the M 1000 RR is top-notch, but toggling through its screens is time-consuming. (Jeff Allen/)

It’s fair to say that the M RR’s racing-influenced chassis accepts hammering corner exits with little drama and superb drive grip. But the real star of the handling show here is the spectacular smooth action and great damping control of the Marzocchi fork, no doubt aided by its two downforce-producing winglets. Changes resulting in this performance include a slightly steeper steering head angle of 23.6 degrees (versus 24.2 on the S) with the trail measurement increased by 5.9mm to 99.8mm. Fork offset is also reduced by 3mm. The result is a confidence-bolstering front-end feel unrivaled by any previous BMW superbike we’ve tested.

A set of blue anodized M-branded calipers add to the BMW’s bling and performance. (Jeff Allen/)

The front end is so good that its M-branded brake calipers, co-developed with Nissin, are a mild letdown after aggressive initial bite, as lever feel isn’t great as you trail-brake to the apex. Outright power is superb, but there’s an opportunity for more communication and sensitivity when pushing the limit. Three-level selectable electronic engine-braking function can be tuned to suit your style.

But among the M 1000 RR’s many outstanding qualities, none is greater than its wicked agility, its uncanny ease when snapping through side-to-side transitions. Certainly chassis geometry and lightweight materials help here, but the key is its carbon fiber wheelset. While composite rims aren’t legal in world-level competition, there’s no denying—or not welcoming—the nimbleness they provide. Nothing makes a bike feel lighter and steer more quickly than a reduction in wheel weight; in fact, the bike ran over inside curbing in early testing laps. Simply stated, the BMW M 1000 RR is one of the most nimble motorcycles we have ever ridden; the only comparable machine in handling terms is the no-holds-barred Ducati Superleggera V4.

The M 1000 RR is a killer of Chuckwalla Valley Raceway’s side-to-side transitions and elevation changes. (Jeff Allen/)

Even with all the benefits brought to the M 1000 RR through lightweight materials, engine changes, and chassis tuning, the real potential is still locked away. Of course, that’s the way with most homologation specials. Think back to Honda’s exotic 1994 RC45 and its US-market sub-100-hp output on the CW dyno. The BMW has a lot more bark than that Honda, but the essence remains the same: buyers are getting something that will make racing modifications possible, but will also require those modifications to fully realize its potential. So, yes, the M 1000 RR is stronger on a racetrack in stock form. It’s finished in a bunch of carbon composite, and equipped with trick features like launch control, a pit-lane speed limiter, and an adjustable swingarm pivot, but still possesses the same basic soul and personality as the S 1000 RR, including its flaws; numb throttle, overwrought electronics suite. Think of the M RR as a motorcycle along the lines of Kawasaki’s ZX-10RR. It’s got trick componentry and neat bells and whistles, but its showroom-spec performance isn’t far removed from the base model’s.

The Marzocchi fork features full adjustability to dial in to rider preference. (Jeff Allen/)

Whether the price premium of the M 1000 RR over the S model is worth it is, as always, up to you. If you’re a club racer or serious trackday enthusiast with a fat budget, the M brings trick components and those spectacularly light C-F wheels plus all the potential BMW is seeking to tap on the World Superbike stage.

But the base S 1000 RR is $16,995, and it’s easy to get past $20,000 with a few choice options. The $37,490 sticker on our testbike comes from a combination of exotic materials and a list of trick components, some of which are visible: carbon fiber bodywork, CNC-machined levers, and titanium Akrapovič exhaust system. BMW’s carbon fiber wheelset is included as part of a $4,500 add-on package on the S model, but standard on the M 1000 RR. Also consider the unpublished but presumably extensive cost of engine development, including the titanium connecting rods and other trick internal pieces.

The M 1000 RR is top tier in quality and performance, which is reflected in its $37,490 price tag. (Jeff Allen/)

So the M 1000 RR is a huge jump in price for some admittedly great parts. But for the street rider and typical trackday warrior, the S 1000 RR will provide just about as much entertainment while saving many dollars for extra sticky tires and entry fees. The M RR’s details, adjustability, and OE-fitted parts raise the ceiling of its outright capability and make it a real temptation for the racer. If you have the resources, both financial and technical, the M’s magic is worth it, particularly for the chassis changes and carbon wheels. For most of us mortals, a lower-spec S will do the trick.

Still… don’t we all want a little more magic in our lives?

The M 1000 RR is built to turn and burn. (Jeff Allen/)

2021 BMW M 1000 RR Specifications

MSRP:	$37,490 (as tested)
Engine:	DOHC, liquid-cooled inline-four; 16 valves
Displacement:	999cc
Bore x Stroke:	80.0 x 49.7mm
Compression Ratio:	13.5:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	161.30 hp @ 11,230 rpm
Cycle World Measured Torque:	77.07 lb.-ft. @ 9,250 rpm
Fuel System:	Electronic fuel injection w/ 48mm throttle bodies
Clutch:	Wet, multi-disc slipper; cable operation
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Twin-spar aluminum chassis
Front Suspension:	45mm Marzocchi inverted fork, fully adjustable (semi-active damping w/ optional DDC); 4.7 in. travel
Rear Suspension:	Marzocchi shock, fully adjustable (semi-active damping w/ optional DDC); 4.6 in. travel
Front Brake:	4-piston Monoblock calipers, dual 320mm discs w/ ABS
Rear Brake:	2-piston slide-pin caliper, 220mm disc w/ ABS
Wheels, Front/Rear:	M Carbon; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	120/70ZR-17 / 200/55ZR-17
Rake/Trail:	23.6°/3.9 in.
Wheelbase:	57.4 in.
Ground Clearance:	4.7 in.
Seat Height:	32.8 in.
Fuel Capacity:	4.4 gal.
Cycle World Measured Wet Weight:	423 lb.
Contact:	bmwmotorcycles.com

CW Measured Performance

Quarter-Mile:	10.43 sec @ 147.12 mph
0–30 mph:	1.76 sec.
0–60 mph:	3.28 sec.
0–100 mph:	5.49 sec.
40–60 Top-Gear Roll-On:	2.41 sec.
60–80 Top-Gear Roll-On:	2.19 sec.
Braking, 60–0 :	132.95 ft.
Braking, 30–0 :	31.33 ft.

Source

[Pedro]

2 hours ago, Hugh Janus said:

The Bavarian-built literbike’s locked-on attitude showcases years of the company’s racing endeavors and technical expertise, and the bike serves as a platform for developing future improvements.

People who write shit like this should just die.