Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
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P86 RIDE REVIEW I 2024 BMW M 1000 XR and height give the impression of a heavy machine, but on the road, it doesn't feel it. Some of the surfaces we encountered in southern Spain would be more suitable for supermoto than a 200 horsepower sports tourer, but the M absolutely nailed their tight switchback sections. The steering is light, the ride is plush, and the suspension control is complete. Push it a little, and the M 100 XR reveals responsive sportbike handling that makes it capable of em- barrassing full-on sportbikes, especially on imperfect roads. That 6.6-pound weight saving is due to the carbon wheels—the base M gets forged rims—which also reduce rotating and un- sprung mass and help it steer and change direction with stun- ning speed and accuracy. Stop- ping power is impressive, while the ABS system is lean-sensitive and changeable. Engine-brake strategies can also be tailored to match the ride, but we really need a track test to explore the potential of both. Comfort over a day in the saddle is good. The riding posi- tion feels natural with relaxed, wide bars. There's a supportive seat, cruise control, heated grips, an adjustable screen, and the plush ride quality of semi-active suspension. In fact, I can't think of many bikes that combine such blistering performance with such a high level of comfort, and this combination is the M's ace card. Unfortunately, we only got a taste of the M's touring potential (it should be noted that the M is not equipped to carry panniers the steering damper is adjust- able, too. When you are in Road, Race, or Dynamic modes, the suspension self-adjusts to your riding and the conditions on the move. However, in any one of the Race Pro modes you can fine-tune the suspension, adjust - ing compression and rebound damping electronically, which then becomes fixed and doesn't change on the move. The theory is that once you've set the sus- pension, you have a base setup for the track, which can then be tweaked once you get back to the pits and do so via a few presses of a button rather than having to use grubby tools. The rider, meanwhile, sits tall on a 33.46-inch-high seat and suspension with 5.43 inches of travel. The bars are flat and wide; there's a superb 6.5-inch TFT color display, cruise control, and heated grips switched on. In other words, you are set up nicely to tour sportily. At 491 pounds, or 485 pounds on our M Competition test bike, the M 1000 XR is hardly lithe or minimalist. In fact, its girth Most roads and even race - tracks are too small for this machine. Its natural habitats are the unrestricted Mountain section of the Isle of Man or the Nürburgring in Germany. On less- than-perfect road surfaces in Spain, with the rider aids working overtime to control a cold Bridge - stone RS11 rear tire, I only once summoned the bravery to re- move the traction control (which can be done on the move), sit back, and unleash everything it has. When I did, the acceleration was so immense my brain seized like a cheap two-stroke, and that was without revving close to that 14,600 rpm redline. Mainly, I was playing with it. Tickling it. All this raucous performance is managed and supported by a 6-axis IMU and easily inter - changeable riding modes, plus quadruple-wing M winglets, which, at 136 mph, produce 25.13 pounds of downforce. The suspension is, of course, fully adjustable and also electroni - cally set by Dynamic Damping Control with base settings linked to each riding mode, and The M 1000 XR's powerplant is a modified and more powerful version of the S 1000 R's ShiftCam inline-four.