2024 BMW S 1000 XR M SPORT & M 1000 XR COMPETITION – GAZE UPON THE SUMMIT OF MOUNT WANT

IMAGES BY MATT McINTYRE

Like everyone else, I sometimes look upwards at the slopes of Mount Want. I make whimpering noises and sigh, my breath hitching as my gaze is lifted ever higher.

And I am blessed to behold, and sometimes even ride, the wonders arrayed upon the dizzying heights of that marvellous mountain.

The very top of Mount Want is not a place one can gaze upon lightly. A man can be ensorcelled by what he sees – and I speak from experience – and before you know it, organs are being sold on the Dark Web, and girlfriends are taking sexy table-dancing lessons and waxing themselves like surfboards.

Thankfully, there are only a very few things to see on that dazzlingly storied summit – one of which I was blessed to ride for a while. You may know this creation as the M 1000 XR Competition. I know it as the very finest bike I have ever ridden. It is almost incomparable.

But just down a bit from that summit, which can often be obscured by a golden mist that forms from the tears of angels who share that altitude, there is a “lesser” variation of the M 1000 XR – though it is “lesser” only in comparison to the M, and it is the only thing the M can be compared to. It is known as the S 1000 XR M Sport.

There are a few reasons why it does not sit atop the summit of Mount Want right beside the M – and it has to do with numbers, mainly. I shall list them for you, so that we’re all clear about these important numbers, which you must learn so that you may recite them to people at some future time. If you need more technical information because you are some kind of soul-less mendicant, I will provide a link at the bottom of this piece where you may specs box yourself until your brain falls out.

The S 1000 XR M Sport is what happens when Bavarians drink too much beer, and decide a fire-breathing superbike engine would be a good thing to wedge into what might pass as an Adventure bike if you squint a little. I rode the first iteration of the XR some years back, and thought it was pretty brilliant back then. But back then, it was trying a little too hard to be a bit of an Adventure bike as well as a blisteringly competent road bike. The Bavarians had a re-think and the XR is now all about sealed roads, touring, and looking down upon those less-able motorcycles.

In numbers it goes like this: It weighs 227kg wet, produces 117 horses at 11,000rpm, and 114Nm at 9250rpm. And because it is a step below the M, but still comes with an M package, it’s loaded with all sorts of goodies which I have listed at the end.

By any objective measure, it’s a great bike.

The M 1000 XR Competition is on another level altogether. It’s special. It looks special, all black with dashes of demonic colour, carbon fibre everything, and the most stunning billet bits ever made. You can and will stare at it for hours. I did and all I could think of is “Weaponised Hatred”. Must be the black, huh?

And yes, of course it also goes special, and there is no reason anyone should buy an M 1000 XR Competition other than they’ve lost their minds and sent their kidneys to Dubai in an esky. Trust me, you can grow another set.

Its numbers are different to the S. It weighs 220kg wet, produces 201 horses at 12,750rpm, 113Nm at 11,000rpm. It’s thus a genuine 270km/h-plus weapon. And no, I did not go quite that quick. Not quite.

BMW states the M is: “Perfected for performance-oriented long-distance journeys.” It’s talking about Europe, where civilised people live. Down here, where we are milked for money like cash-lactating cows and our cops are hate-trained to abuse and degrade us, that can be translated as: “Perfected for riding big miles like 1000 speed-crazed bastards whenever you can get away with it.”

In terms of handling, a well-ridden XR handles like it invented handling. But this is kinda weird, basically because the M has carbon-fibre wheels which change the dynamic quite a bit. It’s that unsprung weight thing. For the un-evolved, that’s the weight that isn’t borne by the suspension. And yes, it is important. The heavier that weight is, the less responsive the bike is to your steering inputs. It’s noticeable, but not in a way that says the S steers poorly. It doesn’t. It handles brilliantly. The M just handles more brilliantly. It is quite the just-think-it-into-a-corner bike. You very much “feel” the road through those wheels.

I realise there are very few people who have experienced carbon fibre wheels. They are an expensive rarity. Explaining how good they are to people who have never tried them is like explaining a digital surround-sound system to people who have only ever listened to Pink Floyd on a transistor radio. Like hearing Roger Waters in surround-sound, carbon wheels are transformative.

But would you really put them on, given Australia is largely full of uber-shit roads? I would, absolutely and without hesitation. But I am not typical of most riders. Practicality, fuel economy, and value-for-money, are things I piss on from a great height. Such considerations have no place in motorcycling, in my view. So yes, I would have carbon wheels. And yes, I would make sacrifices to dark gods our roads wouldn’t destroy them. And in all honesty, the wheels are much tougher than most people imagine them to be…and…well, come on! Carbon wheels, bitches! WTF is wrong with you that you DON’T want them?

My mate, Cam, and I took both bikes out to be photographed one sunny day. And, because full disclosure, that was the first time I’d ridden the white S. I got them both at the same time, and…well, what do you want me to say? Which of the two would you have pissed off on first and most? I don’t get to ride super-special all that often, you know.

Now Cam normally belts around on an Aprilia RSV4, so he’s all racer-crouch. Loves it. He’s a good deal younger than me, so that’s understandable. His neck was never broken like mine. So, I was curious to see what he thought about these “crossover” bikes, as BMW refers to them, trying to categorise what XR range is all about.

I let him ride the white one first. He was very impressed. “It’s not what I expected,” he told me. “It goes much harder than I thought it would and the handling is amazing. It’s comfortable, and really easy to cane hard.”

“Wait until I give you the black one,” I grinned.

“Wow…” he said when we eventually went to lunch. “Carbon wheels, huh? And yeah, it cracks a bit harder.”

I’m always pleased when my feelings about bikes are validated like that. Cam basically summed both bikes up in five sentences. Then he took it upon himself to write a few words, which you can read at the end of this.

For me? Well, I was sold on the M. But I do need to tell you what improvements have been made since the last time I rode an XR. It’s almost like BMW have me wired for sound.

You’ll recall I was vaguely dismayed by the strange seat on the previous XRs. It literally cupped your arse. You really sat in it, and while it was not at all uncomfortable like I imagined it would be, it did kinda cement you in place. Well, the seat still cups your bum, but it’s been narrowed at the front, so you’re now able to move from side to side with ease. Very beaut, I thought.

It also felt lower to the ground. My memory tells me the earlier ones were pretty tall, and with luggage on and the steeply-pitched sidestand, you had to mind yourself getting off the thing if the surface was uncertain. That’s no longer the case. They are still long-legged things, but not intimidatingly so. And yes, if you’re stumpy-legged, you can get different seat thicknesses, because BMW.

The vibration through the handlebars thing that happened at certain revs on the initial models is long gone. You can still feel that in-line four set about its business when you wick it up, but that’s a thing you very much want to feel.

I’m not sure what else I can tell you. I certainly cannot fault the bikes, either of them. Sure, one looked like a police bike, but some people dig that. And they do come in a range of colours. There is nothing that is not good or great to, on, or about them. The brakes, the suspension, the ergos, the way the luggage works, the brilliant dash – it’s all very top-shelf.

And while no rational person can ride an XR and not be captivated by its ability, the M version really is a notch above it. I have used the word “special” over and over to describe the M. The weight of that word is important. Because the S, the bike from which the M evolved, is already great. Thus, consider what you’re getting when a great bike is then made special.

Perhaps you’d care to join me as I gaze upon the summit of Mount Want?

SECOND OPINION

By Cameron Russell

When Boris asked me to assist with taxiing the BMW S1000XR and M1000XR for pictures, I couldn’t get over to his place quick enough. This was an opportunity to get more acquainted with BMW’s S and M models.

I’ve long been considering replacing my own sportsbike with BMW’s S1000RR. I had test-ridden one at a local dealership, but what would a lap around Newcastle city exactly test except how quickly my license could be shredded?

But on a sunny winter’s day on some of the Hunter Valley’s less populated roads, I very quickly discovered the S 1000 XR and M 1000 XR shared much of the RR’s DNA.

At first glance, the bikes appear similar, with the exception of the luggage. However, on closer inspection, the M’s carbon trims, wheels, and wings stole the show.

Both have superbike levels of performance, however, the M has a noticeable bump in acceleration thanks to its 30-plus extra horsepower. That power is so accessible accelerating at town speed from sixth gear is effortless. While I’m on the topic of gears, the quick-shifter is smooth as silk.

See also

Motoring

0

CALIFORNIA DREAMIN’

31 March 20201

Both bikes brake fantastically, but the additional power and initial bite of the M’s M brakes is as if someone threw out a boat anchor.

Both share the S1000RR’s almost telepathic nature when it comes to cornering.  The upright, GS-like, riding position and size of the forward body work belie their impressive corning capabilities. Once I adjusted my perception, it was clear both XRs could navigate the Hunter’s winding back roads at speed, precision and agility beyond what my nerve or licence would allow.

The M Sport seats on both bikes were exceptionally comfortable and would make touring a breeze. Wind protection was equally good on both, with the fairings adequately shielding the cool morning air. As per an S1000RR there is no heated seat, but both bikes had heated grips.

The M100provides a more visceral riding experience. Whether it was the suspension or the carbon wheels, I’m not sure, but there was more feedback through the handlebars.

The exhaust was also louder and Race Mode enabled “crackle and pop” exhaust sounds during deceleration. This is probably not for everyone but if you going to have a bike with out-there graphics, wings, and carbon everything, why not have an attention seeking soundtrack?

BMW has accomplished the two things you need in its dash. It’s very easy to read (even when the sun was shining directly onto it) and there’s an-easy-to-navigate menu. I personally think BMW has nailed the execution of the jog wheel on the left-hand grip and menu button, which is easily within reach of your left thumb.

The S was fully optioned-up with panniers and a top box that would easily accommodate a week away. The fit and finish was solid, and I didn’t need to pre-meditate mounting or dismounting to avoid scratching the duco. The factory tank bag was big enough to hold the essentials and was easy enough to remove during refuelling.

BMW appears to have perfected the mix of sportsbike and tourer. One has a little more touring practicality and road comfort. The other a has more engine, a louder soundtrack and a smattering of carbon bling.

I implore anyone who is interested to test ride both.

As for me, I’d take the power and travel light.

GOODIES YOU GET ON THE S 1000 XR M SPORT

like an endurance chain, GPS Lap Trigger, M Sport can, M Sport seat, a lightweight battery, M Sport screen, forged wheels, heated grips, tyre pressure sensors, hand-guards, a centre-stand, a luggage grid (and mine came with panniers and a top box so it looked very much like a police bike). And it’s also enhanced with Dynamic ESA, Gear Shift Assistant Pro, and cruise control. And let’s not forget its M billet goodies, like the folding brake and clutch levers, and all four of the footpegs.

If this ain’t you, there are two steps further down Mount Want you can descend to and behold the S 1000 XR Sport and the base S 1000 XR. All three go the same, it’s just the level of equipment that varies.

GOODIES YOU GET ON THE M 1000 XR COMPETITION

Everything the S above has, the M also has. But it also has the sports gearbox straight outta BMW’s all-conquering superbike, with shorter ratios in 4^th, 5^th, and 6^th, as well as a shorter final drive ratio (that’s the connection between the front and rea sprocket). So zero to 100km/h in 3.2 seconds and zero to 200km/h in 7.4 seconds, girls.

Then there’s the bar-end mirrors, the carbon-fibre that is literally everywhere, and the carbon wheels, of course. And here’s the really funny bit. If you like, you can fit panniers and a top box to it. Ho ho ho, right?

Like I said, this is as special as a bike gets. Please go see one for yourself, and you’ll understand.

FOR ALL THE SPECS, PRICES, COLOURS, AND OPTIONS, CLICK HERE.

WANT THE M? LOOK HERE