I’ve often called crossover bikes like Yamaha’s Tracer 9 GT, the Kawasaki Versys, and Ducati’s Multistrada—an adventure bike mashed together with a sports tourer—the SUVs of the motorcycle world. Yes, they are practical, comfortable, and capable, but most of the crossovers I've ridden just don’t blow my hair back. That all changed when I first rode BMW’s M 1000 XR Competition. It isn’t cheap, but man, this thing is insane. BMW has destroyed the idea that crossovers are dull.
Being an M model, the M 1000 XR is covered in fruity-bling goodness. There are acres of carbon fibre, tons of billet bling, and a liberal splashing of M logos just in case you forget you’re riding a tricked-up Beemer.
However, unlike many manufacturers, the M isn’t just an exercise in festooning an S 1000 XR—BMW’s milder crossover—with items from the parts catalogue. First up, there’s the engine. While the S 1000 XR pumps out a healthy 165 horsepower, BMW has tickled the inline-four in the M 1000 XR, and it is now hammering out a whopping 201 HP. That makes the M 1000 XR the mightiest beast in the segment, eclipsing Ducati’s 170hp Multistrada V4 and even its 180hp Panigale-powered Multistrada V4 RS.
If you need more power in your crossover, you need to seek psychological services because the M 1000 XR is insanely, arm-stretchingly, oh-dear-God fast. This isn’t at all at the expense of usability when you’re not wringing the M’s neck, and it’ll happily cruise around going about its business in the surgically precise way that BMWs are known for.
All that power is useless if you can’t get it to the ground or belt through corners with aplomb. The alloy frame is suspended at both ends with semi-active electronic suspension that is simply amazing. The settings are based on the ride mode you’re in, and you can dial in the suspension further if you want to dive into the menu. Unlike the S 1000 XR, the M has external preload adjusters, which is particularly helpful if you’re thinking of heading out for a track day. And let me tell you, the M 1000 XR is more than capable of mixing it with sports equipment on track and road.
Brembo brakes have long been considered the zenith of braking performance, but the M runs a deck of M-spec calipers made by Nissin. No matter—these brakes are unbelievable. I mean really unbelievable. So much power that one-finger braking could throw you over the bars if you’re a bit ham-fisted, but there’s so much feel and feedback through the lever that modulating brake application is a breeze. I mused to video-man Mick that this could well be the final evolution of road-bike braking performance—there’s just no need for more power, feel, or feedback.
The electronics package is no less impressive, and if you want the full list of what's available, hit the spec sheet because there’s too much to list. I was once told by someone in the know that a modern fighter jet would fall from the sky in an uncontrollable spiral if the computer systems failed, such is the performance of those mighty machines. The M is a bit like that. Without the intervention of the electronic systems to harness the immense performance on offer, you’d need to be a damn good rider—or a lunatic.
The M 1000 XR makes you rethink riding a crossover bike. You hop on and you’re comfortable. You hop on and you’re upright and relaxed, but soon you realise this is nothing but a full-on sports bike on stilts. It is insanely fast in every measurable way and as close to perfect as a road bike can be. In fact, I can’t think of anything I’d change or wish for—it’s insanely good and the quickest way to get from point A to point B without needing a chiropractor afterward. It’s not cheap at nearly $50k, but if you’re in the market for a crossover and simply must have the best, the M 1000 XR Competition is king!
