Moto Review: 2024 BMW M1000XR

The M brand is not specific to BMW Automobiles anymore. BMW has decided to branch out their M branding to their motorcycle model lineup to bring more performance-oriented models. The new M1000XR is the third model from the German manufacturer to take the M treatment. For riders that want to go somewhere faster than an already fast sport tourer S1000XR, BMW has got you covered. The big question is – is the new M1000XR worth the premium over the S1000XR, or is it just for riders who want to flex?

The devil is in the details. At the end of the day, the M1000XR shares its platform with the S1000XR, and they look very similar from all angles. It comes with M-specific colours and M badges sprinkled throughout the motorcycle. It’s a beautiful bike with sport bike looks especially in the front fascia. The dual LED headlights are identical to the S1000XR, and it has a ram air intake system in the middle to push more air to the intake system. The bar-end mirrors are also an important change The biggest difference is the winglets on the M1000XR which not only look more aggressive, but they are meant to generate extra downforce for more front-end grip.

Even though BMW’s sport touring lineup uses the same platform, BMW decided to upgrade few things for 2024 to make it more comfortable, including the seats. The biggest problem with the S1000XR was the seat comfort, the middle side was deeper and it was painful to ride it for long distances. The updated seat is much better as it offers a sufficient amount of padding the seating area is much flatter, and it is much more comfortable on longer trips. The overall quality is also higher, the seat feels much higher quality than before, including the stitching and M badge, and it finally matches the asking price.

Speaking of comfort, the riding ergonomics is pretty much the same. It’s relatively upright with higher and wider handlebars compared to traditional sports bikes. The foot pegs are located higher than any adventure bikes available, but they are placed slightly lower than sport bikes to give extra comfort to the rider. Even though the seat height isn’t too high at 33.5 inches, the bike feels quite wide, you should get ready to tip-toe the M1000XR when you stop unless you are a very tall adult.

Even though it’s an M motorcycle, it still has nice creature comfort and touring-friendly features. The most obvious one is the windscreen, which is quite small by touring bike standards, but it offers a decent amount of wind protection, blocking most of the wind that goes towards your chest. The windscreen is adjustable with two positions and the adjustment lever is super easy to operate. There is also a small storage cubby located behind the handlebar, which is not as large as the one available in the R1300GS we reviewed earlier this summer.

The M1000XR also comes with the TFT screen we used to see in pretty much every other modern BMW with unique screen layouts exclusively designed for M motorcycles. You get the main screen layout with a horizontal line that shows the RPM and the speed, and just like other models, you can go to “My Vehicle” to see all details including tire pressure, coolant temp, battery voltage, range, fuel consumption and so on. You can go to the “Sport” screen layout which also shows other fun features like the lean angle. You can also connect your smartphone and use the Navigation feature for longer trips. The biggest difference is the lap timer features and track mode that shows only necessary features for track riding.

Just like any other modern BMW, the controls and the button layout are exactly the same. You get the rotary know integrated into the handlebar to go through the menu, you also have a dedicated menu button and other physical controls on the left side of the handlebar to control the TFT screen. It is one of the most intuitive systems available as BMW simplified it perfectly despite having so much tech included in the screen.

The most important reason why you would choose the M variant is the performance, and that starts with the engine. The M1000XR gets a more powerful inline-four-cylinder engine that produces 201 horsepower at 12,750 rpm, and 83.3 lb-ft of torque at 11,000 rpm with the redline at a whopping 14,600 rpm, something we only see in a sports bike segment. The power figures are much higher than its non-M sibling, the S1000XR.

However, the power bump is not the only change, the gearing is also slightly different than the S1000XR. The rear sprocket, fourth, fifth and sixth gears are shorter for better acceleration on track. The shorter gearing makes the bike more fun and responsive, but it comes at a cost. The engine feels buzzy at higher RPMs, and you feel the vibrations through the handlebar. It is quite noticeable above 6000 rpm, and it makes the mirrors unusable at speed. It also means you have to stop for gas more frequently.

The easiest way to differentiate the regular S1000XR and the M1000XR is the distinctive blue “M” brake calipers. The S1000XR comes with black Brembo calipers, whereas BMW decided to use in-house M-branded calipers. Regardless of the brand, it offers excellent stopping performance with no brake fading, I just found the initial bite might be a little too sensitive, especially in the front. The Akrapovic exhaust comes standard with the M1000XR, it is also lighter with a shorter and more compact rear titanium muffler, which opens its valve around 6000 rpm for more exhaust sound.

The M1000XR also offers a lot of different riding modes including Race mode for track, with a full suite of riding aids thanks to its six-axis sensor, including Shift Assist Pro, Launch Control, Hill Start Control Pro, Brake Slide Assist, and Pit Lane Limiter. The Race Pro ride modes allow the rider to fine-tune the electronically adjustable suspension settings thanks to the Dynamic ESA feature, which is firmly sprung even in the softest mode.

The 45mm inverted forks offer the firmest riding experience compared to other sports tourers in this segment, which is the biggest indication that this bike is meant for competition and wants to be pushed all day long. The engine feels quite smooth below 7000 rpm, with an explosive powerband above 8000 rpm until you hit the redline. The 201 hp engine can be overwhelming even for the most experienced riders, and due to the higher center of gravity, the bike wants to lift the front wheels more than a traditional sports bike. The rider aids do a great job intervening whenever needed, getting things done silently behind the scenes to make your day less eventful.

The M1000XR offers the sharpest riding experience in its segment. Changing directions at higher speeds is super easy, the bike wants to lean confidently. The front end stays stable and balanced in the mid-corner while giving the rider feedback through the handlebar closer to the limit. The throttle mapping is super progressive and predictable despite having an explosive powerband. Thanks to its 200-wide tires, you have tons of rubber to go through in the rear, and the bike can go fast in the corner exit, and the rider aids will keep an eye on you if things go south.

The new BMW M1000XR does not pretend to be a sports tourer, as it should be described as a long-legged sports bike with some touring capabilities. If you are a track veteran with back injuries or have a less flexible body, this is the sports bike for you. From a pure performance perspective, the M1000XR is the best-performing sports tourer when the conditions are perfect. You just need to have a lot of skill, bravery and experience to feel the difference especially when you compare it with the already fast and capable S1000XR.