BMW M 1000 R Test 2025 - including comparison with S 1000 R

The M Roadster boasts the 210 hp powerhouse from the S 1000 RR - an inline four-cylinder with BMW ShiftCam technology, 113 Nm of torque and revvy character all the way to 14,600 rpm. Euro 5+ compliance is naturally a given. Compared to the S 1000 R, output is up by a whopping 40 hp - and you feel it immediately. Here too the aluminum bridge frame with the engine as a load-bearing element is used. Seat height sits at 830 mm, weight at 199 kg. Combined with a wheelbase of 1,455 mm, this is said to result in extremely agile handling that impresses both on country roads and on the race track.

Top-tier tech as standard: the M 1000 R comes with fully adjustable, electronically controlled DDC suspension front and rear. Forged aluminum wheels are also fitted - with optional M Carbon wheels available in the M Competition package. The M-specific brake system with radial four-piston monoblock calipers and 320mm dual discs delivers brutal deceleration. It's supported by BMW Motorrad Race ABS Pro, designed for the sportiest use cases.

State-of-the-art systems: the DTC has been revised and derived from the RR models, with the finest tuning for Race mode. The new M short-throw throttle along with slide control and wheelie control are now meant to enable precise riding at the limit - especially on trackdays. Extensive riding modes with a race track focus come as standard. These offer customizable parameters for throttle mapping, traction control, ABS, engine braking and more.

The new twin-section LED headlight, M color scheme, black structured paint on the winglets and a platinum-grey painted rear frame lend it an aggressive, instantly recognizable look. Available color variants are: Lightwhite/M Motorsport, White Aluminium matt, or Blackstorm/M Competition. Unlike the S 1000 R, the M 1000 R features functional winglets for more stable straight-line running and reduced wheelie behavior - a particular advantage at top speed (>280 km/h).

Even though the engines of the two roadsters are similar at their core, they differ quite a bit from one another. In the M 1000 R we find the same power delivery as in the S 1000 RR superbike. That means you need relatively high revs to access that power, because below 9,000 rpm the engine is fairly tame for a 210 hp unit, only to really get going above that. Since the limiter doesn't kick in until 14,600 rpm, you've got almost 6,000 rpm of proper power on tap. However, this is hard to translate into forward drive especially in the lower gears, since the wheelie control has to rein in the engine considerably here. That also means a very light front end even at high speeds, which tends to manifest itself in slight tank-slapper wandering in the steering, requiring real effort to keep the bike stable. Due to the streetfighter-typical upright riding position and the wide handlebar, large forces from the rider are transmitted into the steering. The revised wings with improved downforce help somewhat to keep the front wheel more stable, but you shouldn't expect front-end feedback like on the "RR". Turn-in also shows somewhat reduced front-wheel contact feel, and it takes a short adaptation period before you can confidently carry speed into corners. The S1000R also shows an interesting character. While it doesn't come close to the M's output up top, it shows more performance in the lower rev ranges. It pulls better there and stays ahead up to almost 9,000 rpm. Its somewhat tamer nature at the top end, however, pays off in terms of stability.

Both models can truly shine with their revised rider aids. Here you can feel the years of superbike experience that have flowed into the current software of the naked bikes. Both the M and the S handle excess power confidently - whether from too much slip or a lifting front wheel - without being intrusive. There's clearly been real progress here. However, the M has the edge in this category, since it already offers several programmable PRO settings as standard. This lets the rider pre-program the rider aids and throttle response to their liking and simply select them via the mode switch while riding. The S doesn't offer this as standard, and a freely programmable mode can only be bought as an accessory.

Standard on both roadsters, however, is the new MSR system, which helps the rider keep the bike stable during hard braking maneuvers by reducing engine braking torque. This also allows even inexperienced riders to back the bike into a corner without risking a crash. This worked really well, although you should still approach it with feel, since the control range does have its limits.

The shorter throttle grip that both contenders now receive will mainly help those who previously had wrist issues when winding the throttle fully open. Thanks to the adjusted mapping in the background, throttle application remains buttery smooth despite this, so there are no issues. The new quickshifter also shines on both bikes. Thanks to the update, you can now shift up or down in any operating condition. Even at full throttle you can now shift into a lower gear. A big advantage when, for example, during an overtaking maneuver you notice that too tall a gear is holding back acceleration and you can simply downshift without hesitation.

When it comes to the chassis, BMW fits DDC as standard on the M, while on its sister, the S, it's only available as an option. You can tell the DDC has matured by now, too. While it showed some weak points early in development, particularly on the race track, it can now score points even in that environment, delivering both riding comfort and solid performance on the track.

Also pleasing is the ability to progressively back off the ABS intervention. Especially under hard braking on the race track, this allows maximum deceleration to be achieved without having to completely forgo front-wheel ABS. The brake system is also excellent on both streetfighters. Without a fading pressure point, they decelerate the bike consistently lap after lap.

Anyone who particularly enjoys tangling with full-blown superbikes on the race track won't be able to get around the M and its brutal engine. On the race track, it also doesn't matter as much that the engine demands higher revs here. On the road, however, from 2nd gear onward at these rev ranges, you'd already be causing serious concern with law enforcement. That's where the S fits better again. With its stronger low-end engine and lower price, it probably covers the needs of the committed road rider better. Only in pub-talk discussions does the M remain the ace up your sleeve.

Advantages of the M over the S:

• Extremely powerful engine
• Extensive electronics adjustability
• DDC as standard

Disadvantage of the M over the S:

• M's engine somewhat weaker at low revs
• Less stability at high speeds and full throttle
• Price