Motorcycle specifications BMWS 1000 RR 2023 Shifting a clock

When the S 1000 RR arrived, its firepower surprised everyone. In its very first hyperport, BMW packed 193 horsepower - more than the Japanese or Italians put into their rockets.
This microcosm has come a long way since then, with a Honda Firebladeand a Ducati Panigale V4 on the wattage podium.
The Bavarian motorcycle has taken on their aspi' with a general evolution of its performance, aiming for frontal and lateral attack without warning.

An "enmoustaché" face followed by imperceptible grooming...! The S 1000 RR my23 seems to have been concerned only with its aerodynamics. Its cheeks take on the winglets of the M 1000 RR, while a front lip slips in front of its eyes. The primary objective is to increase front-end downforce, but this also has a clear impact on the styling of the fork head... even though it hasn't changed at all.

a higher bubble will provide better protection; then you really have to open your retina to detect the changes in the trim. Tiny cut-outs in the fairing gills, the disappearance of those inlaid in the rear support, a redesigned seat cover, the annihilation of the bronze color on certain elements - detail, in short.

but no, this missile relies on other assets to hold its ground. Its already packed engine didn't hesitate to ask sister M for advice. The result: with a redesigned intake and the continued support of the Shiftcam system, its usable power range is wider than before, while its maximum output climbs by 3 hp. Pushing the revs to 13,750 rpm unleashes the frenetic energy of 210 drunks! Hot and showy. The BMW also wants to gain in acceleration by changing the secondary gearing: a ring gear of 46 instead of 45, more watts, a little courage in the right hand, and the stopwatch will start to freak out.

it's time to put the big potato on the ground. Of course, the electronics keep a close eye on everything. Except that BMW, like most manufacturers nowadays, wants the front end of the bike to stay on the ground, so that traction control works less hard and lets more horsepower through. We're getting into an area where only top pilots will really be able to grasp the potential, but it's there (we'll leave it to the marketing guys to explain the interest for the majority of motorcyclists...).
The fins grafted onto the S 1000 RR's mug give it 10 kilos of extra support on average, and up to 17 kilos at 300 km/h. This results in a tendency to wheelie. As a result, the tendency to wheelie is reduced, braking is more stable and acceleration is better, and the machine is more in tune with the latest trends.

the "Flex Frame" aluminum perimeter frame doesn't sit idly by. The chassis designers gave it a little more lateral flexibility by making a few openings. They also wanted it to be more precise, with the steering column angle half a degree more open and the offset of the fork crowns reduced by 3 mm. At the rear, a 16mm increase in wheelbase will have an impact on driveability and stability.
The suspensions have not received the same attention. Their excellent work will continue with the 45 mm Marzocchi inverted fork and rear shock absorber, both adjustable from anywhere. DDC controlled damping is available as an option, and can be set by the rider or the driving modes.

every time a sportsbike is evoked, the manufacturer introduces additional technology to support the rider's driving experience. With this S 1000 RR, the innovation is based on steering angle sensors, enabling new functions to be developed (by dipping into the options).
Like "Slide Control". This enables traction control to let the rear wheel slip on exiting curves, according to a preset steering angle value. When the maximum value set by the driver is reached, DTC brings everything back into line.

Using the same electronic information source, ABS Pro can also be equipped with a drift algorithm. Its "Brake Slide Assist" will let the rear wheel slide (a little) under braking up to a certain level. On this S 1000 RR, braking is crazy stuff: ABS prevents the front wheel from locking up, cornering modulates force according to the angle of inclination, engine brake control digests residual driving force, and now the system monitors slippage of the 190 gommard.
BMW persists in braking with Hayes 4-piston radial calipers. Admittedly, the American jaws effectively pinch the 320 mm discs. But their endurance is tested more quickly by intensive use than by Italian equipment. When will we see a return to Brembo?

The rest of the on-board electronics is plethoric. That's because the previous S 1000 RR was packed with hardware. 4 riding modes as standard ( Rain - Road - Dynamic - Race ) and 3 others as options ( Race Pro 1 / 2 / 3 ), angle-sensitive traction control (already mentioned), hill-start assist, Up&Down shifter, Launch Control, engine braking regulator (already mentioned), a 165 mm TFT color instrument panel, very complete and beautifully crafted, the M Laptrigger GPS system for lap timing, and Pit Lane Limiter.

This version of the RR also comes standard with a lightweight M battery, a USB port in the rear section, the M chassis kit for adjusting the swingarm pivot point, an improved harness for removing rear road fittings, a system for more easily removing the rear wheel... and, of course, a whole host of optional equipment.
As with the previous model, the choice of Motorsport color is accompanied by the M pack. Hence the need for a hefty extra cheque. But for the equivalent of a 125, the beast loses weight, gets carbon rims, a Sport M seat, Pro riding modes, adjustable footrests and blue-anodized brake calipers.

So, no big changes for the BMW S 1000 RR, but a stronger strike force. One of the world's best sports bikes, the BMW S 1000 RR gains tenths of a second, with technical solutions that are increasingly race-ready. Influenced by the M 1000 RR, this methamphetamine-fueled machine is more formidable than ever.

M.B - Manufacturer's photos