Motorcycle specifications BMWS 1000 RR 2022 The fight is on

The 2022 model year of BMW's hypersport introduces a series of small improvements. The M Chassis kit is now standard, enabling M rear travel adjustment and M swingarm). As is often the case, it's on the options side that things get much more interesting:
- There's a new "Road" pack (DDC, PRO riding modes, USB port, grips, etc.)
- The contents of the "Race" pack have been updated, with the M endurance chain and a choice of sport muffler or full M titanium exhaust.
- The "M" pack has also been updated, with the addition of the M GPS Laptrigger, M blue brakes and black fuel filler cap.
- M forged wheels and M carbon wheels are now available in all color combinations.
- The "Sport" pack is no longer available.
- All packs can be combined

This S 1000 RR has taken performance to the next level with its major upgrade for 2019. Chassis, electronics, mechanics, ballistics: everything has been revised. Sometimes a lot, often everywhere. Before discovering all its changes, let's announce its calling card. And it's going to hurt: the fourth-generation S 1000 RR is 207 horsepower for 197 kilos.
A missile... or perhaps a little more. A tactical interceptor!

It's been over 10 years since this hypersport, the first from the Munich-based manufacturer, arrived on the market. It shook everything in its path. And since then, its singular design has evolved only in fits and starts. The profound internal changes have now been given a stylistic overhaul to match. It really is a new S 1000 RR, with a revised look from nose to tip.
Let's take a closer look at this minimal change... The asymmetry familiar to the machine, and recurrent on many Bavarian models, is no longer the order of the day. We do what everyone else does. No more round headlights on one side and polygonal ones on the other, no more differentiated sides.

What a change in personality. The fork head has retained only the contours of its air intake. The look is minimalist, menacing, wedged into the edges of a new BMW identity. The shapes become more complicated, seeking to make their mark, projecting the sports car into its new genetics. Pay attention to the trailing line running from the top of the rear tubular frame, across the junction between the fairings, then slicing through the base of the front fender. It looks much more compact, even though it's 23 mm longer. An undeniable break with (all) previous vintages, the RR gives us a slight impression of... japanese sports car. It's up to you, but we'd have preferred it to be influenced by the Italian school.
Before we see what the distiller has up its sleeve, let's look at a little trick. Have we really done away with asymmetry? Look carefully at the height of the breech. In scale models, there's always a shark's gills on one side, not the other. But the S 1000 RR is still a descendant of its ancestors.

volcano fever in the cylinders! Right from the start, this motorcycle made a name for itself with its overpowering, extravagant engine, always with a story to tell between each curve. Now it's in the Hulk phase, with a general overhaul and variable valve timing. This should give it new vigor.
The ShiftCam process, recently inaugurated on the R 1250 series(GS, GSA, R, RT and RS), also makes its debut on the 999 cm3 in-line 4-cylinder. The intake-side shaft is fitted with two sets of cams, allowing the engine to benefit from a profile adapted to normal engine speeds and another that favours power at high revs. At 9,000 rpm, two electromechanical actuators act on splines to switch the ACT from part-load to full-load profile. In this way, at low and mid-range speeds, the engine is better filled, offering a level of torque similar to that of the S 1000 R roadster.
Once pushed to its limits, the engine's increased power is expressed with rage. 8 horsepower are gained, enabling a fearsome 207 hp at the same revs as before, i.e. 13,500 rpm. The scary thing is that power dynos have rarely found the 199 hp of theex-RR before... it was often more. We can therefore expect, or even fear, monstrous power for this new chapter.
Maximum torque remains unchanged at 11.5 mkg at 11,000 rpm. What does change is its presence, offering over 100 Nm (10.2 mkg) from 5,500 to 14,500 rpm. Let's stay with the figures for a moment, to point out that the maximum revs have increased by 400 rpm, peaking at 14,600 rpm. BMW's Euro5 standard will be met in 2021 with no loss of power.

ShiftCam technology also reduces fuel consumption by 4% and cuts pollutant emissions. But variable intake is not the only internal change. To save weight, the titanium valves are hollowed out, as are the ACTs.
The engine-makers have managed to save a lot of weight on the engine. Although the ShiftCam comes with an extra kilo, the block has nevertheless managed to lose 4 kilos. Everything possible has been optimized: the idler pinion between the ACTs and the free crankshaft, combined water and oil pumps, reduction and optimization of the majority of pinion components. As a bonus, the block width has been reduced by 12 mm. Gearbox precision has been improved, as has air intake, again with variable-length cones.
How can we save even more weight? With the exhaust. The muffler is much more compact, almost the size of an R1, preceded by catalytic converters and a huge plenum chamber - despite this, 1.3 kilos have managed to slip away.
A little weight was taken from the frame, the rear suspension, 1.6 kg with the new rims, for a dry loss of 11 kilos. Amazing! The S 1000 RR comes in at 197 kgs, right between a Ducati 1100 Panigale V4 and a Honda CBR 1000 RR. A glance at the optional M pack will save a further 3.5 kg, thanks in particular to the carbon wheels.

this substantial weight loss should go some way to remedying one of the S 1000 RR's few shortcomings. Impressive in terms of power, the sportbike's agility lagged behind that of the competition. The drastic diet will do the trick, and the new chassis even more so.
The backbone renews its reliance on an aluminum perimeter frame, except that it relies much more on the engine for rigidity than before. With an extended load-bearing function, the thruster plays an even more tactical role, enabling the radically modified frame to gain 1.3 kgs. The width between the legs has been reduced, from 13 to 30 mm depending on location.
Weight savings also dictated the design of a new tubular trellis rear frame.
The Flex Frame doesn't tell the whole story. Intensive research into motricity and efficiency has resulted in a completely new swingarm. Gone is the banana element, replaced by an arm with reinforcement under the main spars. Lighter by 300 grams than its predecessor, it now offers the option of modifying the height of its anchoring point from +2 to -2 mm. Experienced racers will appreciate this. Lovers of fine parts will be seduced by its finish, enhanced by small plates with the name of the machine on one side and technical information on the other (arrow - tire pressure).

Do we touch the suspension or not? Of course, since BM has decided to change everything. As such, the rear shock absorber is anchored perfectly vertically, and further away from the engine to prevent its heat from interfering with hydraulic work. Optimized with a number of internal modifications, it is, as usual, adjustable in all directions.
A new, smaller-diameter inverted fork (45 mm vs. 46 mm previously) has been fitted. Weighing 300 grams less, it also features compression, rebound and preload adjustments. The front end gains in importance as more weight is placed on it - the weight distribution has increased from 52.3% to 53.8%.
The suspensions can be optionally equipped with the new-generation DDC controlled damping system. In 10 milliseconds, it adapts the damping it deems most appropriate, following the laws of the "Road", "Rain", "Dynamic" or "Race" Driving Modes; even the "Race Pro" Modes.

What are "Race Pro" Modes? An option giving access to a series of additional Modes, "Race Pro 1 to 3", totally circuit-oriented. As well as engine brake adjustment and Hill Start Control Pro - the same function as the standard Hill Start Assist, but self-activating as soon as the gradient exceeds +/- 5%.
Without pushing the on-board electronics to the level of an HP4 Race, the S 1000 RR is well-equipped in terms of riding aids, with a 6-axis inertial unit enhancing the efficiency of traction control, anti-wheeling and ABS Pro, active in corners. Plus an Up&Down shifter, stop-start assistance and pit lane speed limiter. Cruise control was left as an optional extra.

the S 1000 RR was one of the last sports bikes to inform the rider via a needle-type rev counter and LCD window. Now it's up to date with a 6.5-inch TFT screen, capable of displaying 4 different themes and information galore. The classics, of course, with speed, engine rpm in bar graph or analog, trip times, fuel gauge and gear engaged. But also lap times, lean angle, deceleration level, electronic assist settings, overshoot indicator, throttle use... All the more reason to spend an inordinate amount of time fine-tuning the display.
Its lighting is entrusted to LEDs from start to finish, with a visual that's supposed to offer the appearance of a racing car. The turn signals are no longer on the sides, but have migrated to the mirrors. They're said to be more visible that way.

And let's not forget the brakes. Still powered by 320 mm front discs, but the calipers have changed. No more Brembo M4; the new calipers are BMW-branded, with 4 pistons and radial mounting. At the rear, a 220 mm disc sits alongside a single-piston caliper.
Almost a regret; given the S 1000 RR's transformation, a good pair of Brembo Stylema would have completed the package superbly.

A beating! That's what the BMW S 1000 RR intends to inflict on the class. Its familiar recipe is ever more impressive: less weight and more watts. Its arguments are more than convincing, its design propels it towards a new future, and its desire to slaughter the clock is even more vivid. Will this be the chapter that unlocks the finest rewards in world championships? Now turn up the throttle and hold on tight; you're going to have to take whatever she throws at you in the buffet.

************** Updated June 22, 2019:
In mid-June 2019, BMW suspended sales of its Bavarian missile due to a machining problem with the gearbox. 110 machines sold in Germany were recalled for engine replacement. Concerning the French market, absolute silence. No official information has been released, but what is certain is that sales of the Bavarian hypersportive have been suspended in France too.

M.B - Manufacturer's photos