BMW S 1000 R M Package
We take a ride on the top-spec M Package model of the BMW S 1000 R, on both the road and on track at Cadwell Park, one of the most demanding tracks in the British Superbike Championship. Here is how the motorcycle fared
We ride the top-spec big roadster from BMW Motorrad
Story: Adam Child ‘Chad’ Photography: Double Red
BMW have chosen not to add any More unusable power to the s 1000 r, meaning the new, lighter euro-5 motor makes the same power as the previous model. Instead, the company has opted to make the bike lighter for sporty riding — the lightest in the class, they claim — but also increase the bike’s touring capabilities and make it more at home in the urban environment. BMW admit they could have produced a 200-hp s 1000 r. In fact, they could have done that back in 2014, but it would have been unusable on the road and, in their opinion, you do not need that much power on a naked bike when you simply cannot hold on.
therefore, unlike most of the competition in this highly contested class, BMW have chosen to upgrade the engine, which is now lighter and euro-5 compliant, but not increase its output, but instead reduce overall weight (by seven kilograms) and make the all-new s 1000 r more versatile and accessible.
We are used to manufacturers bragging about peak horsepower, getting as much as they can in order to grab headlines and impress journalists. however, BMW have kept peak power the same — 165 hp and 114 nm of torque — while focusing on reducing weight wherever possible. the standard bike is seven kilos lighter than the previous model and the M sport (on test here) a further five kilos lighter.
But it is not just lightness and power. BMW are keen to point out some of the “real world” benefits: longer fourth, fifth, and sixth gears for better fuel consumption and fewer vibrations at touring speeds, a tighter turning circle, and state-of-the-art rider aids and electronics such as the new 6.5-inch tFt display. BMW claim this is a road bike which has been improved for the urban and touring environment whilst still being enjoyable to ride in the twisties and on track.
BMW provided us with the “top spec” £17,325 (rs 17.67 lakh) M Package model for an enjoyable day on the road, followed by an evening carving up the demanding cadwell Park racetrack.
BMW openly admit they could have given the s 1000 r more power, even used shiftcam technology, as per the s 1000 rr. But, they say, it is not necessary, you cannot use it and most riders do not require it — it would only add cost. In rain and road modes, BMW already limit power in the lower gears and, according to them, high top speeds and over rev are not needed on a naked road bike and are only used infrequently.
For this reason, BMW have chosen to use the new engine from the current rr (no shiftcam) which brings with it a weight saving of five kg and has focused on strong mid-range torque and control. Peak power is 165 hp with 114 nm of peak torque.
to put the new performance into context, the s 1000 r produces 10 per cent more torque than the rr at the bottom of the rev-range, has a smoother and fatter torque curve than the old model s 1000 r, even though peak figures are the same.
For 2021, the r receives longer fourth, fifth, and sixth gears, which cuts vibration, fuel consumption, and noise levels when touring. the lower gear ratios stay the same as in the previous model. the clutch is also new for 2021 and features a lighter feel, just over 20 per cent lighter on the now adjustable lever.
the standard (M model only) akrapovic titanium silencer sounds soulful with every blip of the throttle. around town, there is a charismatic burble on the overrun, even at low rpm. at times it is only just noticeable, allowing you to filter through town with just a hint of a menacing growl. It then builds and sounds wonderful as the revs increase. the cut in the ignition during clutch-less up- and down-shifts on the shift assist Pro adds even more enjoyment to my eardrums.
I can see why BMW have not wasted r&d money searching for more power. how much power do you need on a naked superbike that will be primarily ridden on the road? the figure of 165 hp puts it in a fight with triumph’s speed triple rs (180 hp) and aprilia’s tuono v4 Factory (175 hp) both of which I have ridden recently both on the road and the track. despite producing some 10 hp less, it does not feel it and I suppose that is because the 1,000-cc in-line four weighs less than the competition, especially in the attractive M package. BMW claim the s 1000 r (M), once fuelled up and ready to ride, is the lightest bike in this class and, in back-to-back tests, even out-accelerates ducati’s 208-hp streetfighter to 0-100 km/h and 0-140 km/h and is almost identical in time to 0-200 km/h.
apart from its lightness, the key to the BMW’s acceleration and speed is the way its power is so usable and far from intimidating. the throttle connection is lovely, the rider aids superb, and, in rain and road modes, power is limited in the lower gears, enabling less experienced riders to get on the gas sooner.
rain, road, and dynamic come as standard, but our M sport test bike also gained the dynamic Pro mode, which essentially frees up the rider aids for experienced riders on the road or track and allows one to personalize settings.
For the first part of the test, I spent most of the ride in the standard road or dynamic mode. the tc is lean-sensitive and is very similar to the system used in the current M 1000 rr and tom sykes’ World superbike ride. there is a noticeable step between the
For those not seduced by lap-times and horsepower, the BMW is an attractive “sensible” or “intelligent” option
modes: Road mode is very forgiving, the fuelling is excellent both around town and on the open road, then when you flick into the dynamic or dynamic pro, there is a noticeable change (added by the change in semi-active suspension, more of which later), especially in the pro mode, which neutralises the anti-wheelie control and allows you to have fun.
In the pro setting, wheelies are inevitable and, although my method is not exactly scientific, it is a great mode in which to test the fuelling and intimidation level of a bike. Some bikes are daunting on the back wheel — each degree of throttle has a dramatic change on the height of the front wheel — whereas the BMW is not. On one wheel it is as intimidating as an angry kitten.
On track at cadwell park, I was revelling in the new advanced rider aids and forgiving power. The notorious track was damp in sections, wet under the trees, then dry for the rest of the lap. I was thankful for the reduced power in the lower gears and a little Tc to keep the rear under control. each lap I could feel the Tc working, controlling the rear 200-section pirelli diablo Rosso corsa 2 in the damp conditions, yet it was not obtrusive over the famous Mountain section as the front lifted.
The track dried out, so back in the pits I quickly flicked into the pro mode, reduced the Tc to a minimum, and went out for more fun. The clever electronics allow wheelies over The Mountain yet are there in the background should you get a little too carried away — and remember, they are lean-sensitive. The new TFT dash makes the rider aids accessible and easy to use.
On a drying track, especially down the back straight to park corner, I had the throttle pinned to the stop. And while it was quick — very quick — it was not rapid in the same way a ducati Streetfighter V4 would have been at the same point. The ducati packs a bigger punch than the BMW and, on track, this would be noticeable, depending on the length of the straight.
But there is a flip side. I rode all evening around cadwell, at times staying out for 30 minutes, and when I came back to the pits, I was not exhausted — that would not have been the same story on the ducati. The usability of the BMW S 1000 R makes it a doddle to ride on track. even inexperienced hands will not feel intimidated by it, but they would by some of the competition.
Obviously, we did not have the competition to the BMW at cadwell, but I have ridden all of the main protagonists and know them very well. I would estimate the ducati and, maybe, MV Brutale would lap quicker, but they would be hard work. And I think the average rider would have more fun, feel safer, and eventually lap quicker on the BMW.
As we tested the M model, the mode changes the semi-active suspension and how it reacts. Several times whilst attacking bumpy B-roads at speed, I found the semi-active suspension a little harsh in the dynamic mode, but with a flick of a button and into Road mode and the suspension became more compliant, plusher, and took the punishment with ease. Again, the new 6.5-inch TFT dash displays this information clearly and it is easy to flick among modes. BMW have moved the rear shock backwards, away from the heat of the exhaust, but, more importantly, it has a longer stroke, whilst maintaining the same 120 millimetres of rear-wheel travel. This enables a plusher feel.
The reduction in weight is instantly noticeable, even more so on the M Sport model which equates to 12 kg lighter than the previous model. The M’s sport seat is slightly higher than before, but because the seat and frame are thinner, my 5’ 7” frame can still securely get two feet on the ground.
The new S 1000 R feels much lighter, more flickable, and more agile. We were told at the press briefing that it now feels like a 600 and goes like a thou’. I have done this job for over 20 years and heard similar claims before, but the BMW really does feel and handles like a much smaller bike. I was truly surprised by how flickable and friendly the BMW is. I always remember the old bike as a bit of a bruiser, like the competition from Triumph, but now it is much nimbler.
this lack of bulk, combined with such a user-friendly engine, makes the s 1000 r more forgiving than ever. around town, it is a doddle to ride. the steering lock was 27 degrees, now it is 33, which means you can turn even tighter. the clutch is lighter, even though you only need it once to set off as the Pro-shift is perfect. In rain mode, a complete novice would find the BMW as aggressive as a hamster. I cannot think of many bikes that are just as comfortable cutting up traffic on a daily city commute as they are on a racetrack. the versatility of the s 1000 r has certainly improved.
that lightness and response also translated on to the track at cadwell Park. cadwell requires fast direction changes, it is one of the most physical tracks on the British superbike calendar, yet the Beemer took it with ease. In the dynamic Pro mode, the semi-active suspension was on the money, offering great feedback. years ago, I was a little critical of some semi-active suspension systems, especially on track and on the limit, but the Beemer’s feel and feedback were excellent. BMW opted to run the same Pirelli rubber we used for testing on the road and simply dropped the pressures. Possibly with slick tyres, the suspension may require an electronic tweak to cope with the greater forces, but in the standard form the standard setting was almost faultless, only struggling a little on the one particularly bumpy apex.
the design and engineering team in Germany have not wasted time searching for more horsepower and how to control it, which has allowed them to focus on other areas like comfort and everyday usability — areas where the BMW s 1000 r scores highly.
the riding position can be adjusted to accommodate different sizes (the 830-mm seat is standard, but there is an 810-mm and 850-mm option). the new straight bars can be moved upwards and forwards by 10 mm and, as mentioned, both levers are adjustable. there are even bar-risers in the accessories catalogue that raise the bars by another 10 mm.
those with a keen eye will have noticed there is no pillion seat or pegs. Instead, the s 1000 r comes with an attractive rear section and no pillion seat in all three versions. however, when you purchase your s 1000 r, you can opt for a pillion seat and pegs kit, with the pillion seat now 10 mm thicker. Personally, I like the bespoke single-seat, while the “jet fighter” flap, which neatly covers the lock, is a quality touch, one of many to be found all over this classy bike.
as you would expect, cruise control and heated grips come as standard with the M package. combine these with the plush, semi-active suspension, comfortable riding position, and taller gearing for less vibration and increased fuel efficiency and you have a naked more than capable of churning out some serious miles. on test, I averaged 15.6 km/l on the road, which gives a theoretical tank range of 255 km.
For me, what really sets the BMW s 1000 r above the competition is its hugely informative and intuitive 6.5inch tFt dash. I have owned BMWs previously, so I am possibly biased and familiar with the BMW navigation wheel, but still there is no denying the clarity and clear information the clocks provide. From lap-times and lean angle, even the amount of tc intervention in the race format, to tyre pressures and multiple trips and tank range… it is one of the best and most informative displays available in the market.
the BMW-branded brakes (no longer Brembo) are the same as found on the BMW s 1000 rr and the M sport model comes with slightly thicker discs for track riders (from 4.5 mm to five mm).
cornering aBs comes as standard on the base model and ranges from “5” in rain mode to “1” in dynamic. there is also multiple engine braking and rear-wheel lift detection. the Msr works stronger in the lower gears at high rpm, when there is more engine braking and a greater chance of locking the rear. this all combines to produce very strong braking on track, yet the lever actuation is smooth rather than sharp.
on the track, the stoppers were impressive; again, the bike’s new lightness giving the radial callipers an easier time. even on a long stint on track, there was no fade and on a damp track I was hugely thankful for the cornering aBs. It will be interesting to see how the BMW items compare with the Brembo items found on the majority of the competition.
the list of rider aids and equipment you get on the r depends on which model you choose. But even the standard £12,055 (rs 12.30 lakh) bike gets cornering tc and aBs, plus rider modes and Led lights. speaking of which, I do not like the brake lights incorporated into the indicators, a big no-no from me. our test model M is at the other end of the spectrum, with every rider aid possible, plus extras like cornering headlights, more rider aids and modes, even lighter wheels, and nice touches like the very attractive Motorsport livery, which is not available as a paint-only option. In the M Package, you even get the not-soobvious lightweight battery and endurance chain. Interestingly, the M uses a 200-section rear Pirelli diablo rosso corsa 2 as opposed to the 190-section dunlop sport smart MK3 on the standard model.
But if you wish to keep spending more money, there are even lighter carbon wheels, 2.8 kg lighter than standard. If you have a fondness for carbon, there are extra dashes that you can treat yourself to as well.
From a practical point of view, there is a range of luggage, side-bags, and tank-bags, plus a fly-screen.
the base model starts at a very reasonable £12,055 (rs 12.30 lakh) and with that you get the same power and torque as the M model, Led lights, a tFt display, cornering aBs and tc as standard, and three riding modes. suspension is conventional, but you have all the benefits of the new frame, and the bike is seven kilos lighter than the previous model.
the next logical step is the premium model sport at £14,525 (rs 14.82 lakh). It has the same chassis and engine but adds semi-active suspension, the comfort and dynamic package, plus headlight Pro, rdc (tyre pressure monitor). Finally, the bike on test: at £17,325 (rs 17.67 lakh), it is as the sport model but with the M package.
the M model is the ultimate s 1000 r, with semi-active suspension, forged wheels (carbon rims are an option), a lightweight battery, a titanium silencer (by akrapovic), an endurance chain, the Motorsport livery, M seat, M fuel cap, three screen options, and the M Laptrigger enabling code. the M package reduces weight by a further five kilos, which is 12 kg saved overall compared to the previous-generation model.
Which one you go for depends on what you want from your s 1000 r. the base bike undercuts the sporty competition by some margin, but the “top spec” M model is more comparable to what those bikes offer. the M is more expensive than triumph’s new speed triple 1200 rs, which comes with conventional suspension, but cheaper than aprilia’s tuono v4 Factory, which is £18,100 (rs 18.46 lakh) and still a decent saving over ducati’s streetfighter v4s, at £19,999 (rs 20.40 lakh) — and both Italians come with semi-active suspension by Öhlins.
It does lack the top-end excitement and thrill compared to the ducati streetfighter v4s and, I suppose, if you are just worried about lap-times and horsepower figures, it might not be for you. But for 95 per cent of the naked superbike market, the all-new BMW s 1000 r ticks a lot of boxes and, in terms of versatility and usability, I cannot think of a bike in this category that can match it.
We have only touched on the looks, but the M package gets my approval; I like the exposed trellis subframe and high-end finish. and it goes as well as it looks and is just as happy cutting up city streets and even touring as it is on the racetrack.
an exciting, enjoyable road and track bike, which is easy to ride with usable rider aids and electronics, it might not have the headline-grabbing performance figures of the competition, but it is a significant improvement on the old bike, which was already a good bike. this category is intensely competitive, but for those not seduced by laptimes and horsepower, the BMW is an attractive “sensible” or “intelligent” option. If a 165-hp naked superbike can ever be described as sensible.