2022 BMW M 1000 RR - Untapped Potential?
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- เผยแพร่เมื่อ 29 ก.ย. 2024
- Cycle World’s official first ride review of the 2021 BMW M 1000 RR.
M is for magic.
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.
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.
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.
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.
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.
It’s fair to say that the M RR’s racing-influenced chassis accepts hammering corner exits with little drama and superb drive grip...
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Had mine for 5 months now here in New Zealand - having has 2 previous generation S's this is a very different bike, the chassis and the fork rake are very different, it is steeper and steers quicker, but with the longer swing arm it is nicely more stable, yes the wings at the front make a difference, at speed in any situation it's like someone in front holding the bike steadier...no squirming under acceleration over 100km/h, Corners, braking - you name it the wings make it better. The motor is slightly less torquey below 9k, and it's a complete monster above 9k. Cosmetically, remember all those red & blue colours are just vinyl stickers on white paint, and they are cosmetically fragile. you can scratch things like the tail tidy as you swing a leg over - and not be able to polish them out. All the billet pegs are amazing - just remember to locktight everything on them if you move them around. The seat is nice and little touches like one torx screw to access the battery is nice. Suspension wise the front forks are adjustably ok, the rear shock is rubbish for a lighter road rider. I put an 85 Nm Ohlin unit on mine - and now sorted. To be honest - I could have bought another 2022 "S" but for me after two of those, this is, to me like owning a Desmosedichi god knows we'd never find an almost new perfect condition one of those.... This is my rare, beautiful, mad looking life's treat. I absolutely love it. Best road bike I've ever owned.
@CyrusDM My first bike is an M1000RR in Sao Palo. I don't recommend 1k bikes for people unless you have speeding experience. I've driven really fast cars before and have a different appreciation and respect for speed. If not go 600 ND then grow into it
As a BMW S1000 owner I can say with personal experience that the S1000 is a motorcycle if you own and look at everything else out there, you say to yourself “yeah…..I’m good😎”
100%
My friend is like that. Only sad thing his is a 2020 M package & been in the shop for about 4 months since he's owned it.
So what your saying is that it's a perfect first bike to get
Excellent review. What lap time did it pull at Chuck?
I have been fighting myself not to buy an s1000rr for months now but I just can't help it, I'm about to lose that fight, it's just an awesome bike,everything you need in a Superbike is there and in its place, but damn that price tag!!even the standard version is alot of money!! Here where I live the standard M package without any modifications is like 40k,the m1000rr I don't know!! maybe 20k more!!
That's a glorious-sounding bike!
So everyone who bought this M 1000RR basically is funding world sbk, bsb and moto america teams. 🤙🤣👍
That's part of the homologation process. Yes.
I believe the ECU limits power output until a certain "break-in" miles are completed?? ... or is this just a function of a "first service" ECU update?? (I guess, I'm asking this question)??
600 miles, you take it back to the dealership and they unlock GOD mode for ya………
I think the V4r is far in away the best looking
Yeah but they BOTH are LOSERS ...except for the V4-R in BSB...they simply cannot win at the WSBK level, nor MotoAmerica. Look at what does WIN, the ZX-10. They've won 6 straight WSBK titles, but are last in just about every Liter Bike shoot-out...unless they beat the GSXR. The GSXR at least has a MotoGP, MotoAmerica, BSB championships. .ears burning Ducati ????. That MotoGP championship infuriate you guys at Ducati Corse much ...LOL
Faster than anyone needs
The engine braking is adjustable on the 2021 s1000rr as well in the race mode pro, I believe
True ? How sic!
The bike has only been partially successful in superstock series. I guess that's good enough for an almost $40k bike.
I don’t think people buy bikes in relationship to how well they do or don’t do in the Superstock series. If so, we would all be buying the same bike. Could be worse, we could be sitting on a couch as an adult in front of a TV on our Sony playstation…….
@@Bad_Company666 I don't know how you came to that conclusion after reading my comment. I'm well aware people don't make buying decisions based on superstock/superbike racing results.
My point is that the M1000RR IS a racing homologation spec, but it's not achieving better results compared to the standard model, especially since it costs a fuck ton more. Out of the box, It's also slower than the base bike and only useful to those who would tune it.
I own all of them for testing. 2020 2021 2022 S1000RR and the 2021 M1000RR .. if you visit my website I have the tune for them used in Europe racing for the OEM ECU package. Just search YT for M1000RR 16000
Why is it detuned for the US? Any idea?
Might as well buy an S1000rr for half the price!
Emissions.
Crapifornia...CARB
You were moving!!!
It's AMA rider Michael Gilbert!
❤❤
I like moyotion fresh spin the wheel heavy
BUT IT CAN'T WIN ..and that is what 'homologated' models are all about-period. Most of us not only can't take advantage of the mighty Beemer's capabilities, but 98% can't AFFORD the bike either...$38,000 than you must insure it. So who is the target buyer.. NO-BOD-DEE This model exists purely to win BSB, WSBK, MotoAmerica... Same with the Panigale, except at least they've won BSB ..otherwise that exercise has been a total waste of Ducati capital. Look at the millions BMW and Ducati have spent in BSB, WSBK, Ducati in MotoGP with no championships.. then look at Yamaha's cross-plane in line 4 R1M version ..Nothing outrageous, but it WINS, same with Kawsaki.. 6 WSBK championships but in every 'liter' bike showdown, the ZX-10 and GSXR 'fight' over last place. It's a shame that a manufacturer ...hint hint TRIUMPH.. doesn't come out with a 160ish rwhp SPORT BIKE ..I mean the bones are there w/ their new half-faired 1200RR Speed Triple..no need for 'proprietary' Ohlins junk, just solid, and less costly SHOWA suspension, fairings, and a well stocked accessory catalogue. Get the basics right, sell for $15K ish ..I've ridden the V4-S holy shit, it's a hoot ..but what's the point for a 'road going' motorcycle selling for $27,000, a boat load to insure, even if your an experienced rider w/ no claims. The industry better smarten up..
Wow that's value for money talk . 🤗
Just asking u sounds brit... so the triumphs better right ?? 😶
I can't wait to get one!
not good bike
38k
👌
All this tuning and still cannot catch up to Kawasaki and Yamaha🤣
Want
Posers need not apply
this or a Grom?
@@joeblow5037 grom
electronics is 4 noobs