The New BMW S 1000 RR

Jul 31, 2023

BMW Motorrad USA has announced the new, updated, 2023 BMW S 1000 RR with meaningful enhancements to the chassis, suspension, aerodynamics and electronic assist systems. First introduced in 2009, the BMW S 1000 RR has become the standard for its segment in terms of performance and rider safety features.

“With an advanced suspension and chassis, the new brake slide assist and dynamic traction control (DTC) slide control assistance systems as well as optimized aerodynamics with winglets and a redesigned rear end, we are able to raise the RR’s performance to a new level,” said Wolfgang Wallner, project manager of the S 1000 RR.

The new RR features a revised four-cylinder in-line engine and delivers 205 horsepower at 13,000 rpm and a maximum torque of 83 pound-feet at 11,000 rpm, unchanged in the U.S. from the outgoing model’s power and torque figures. The maximum engine speed is 14,600 rpm. Increased rear wheel traction in all gears is provided by a shorter secondary gear ratio through the use of a sprocket with 46 instead of 45 teeth.

The cylinder head with new intake port geometry is modeled on the M RR engine. With the aim of achieving optimum power delivery across the entire rev range, the intake ducts have been redesigned as well. They feature the advanced channel geometry as used in the M RR but have a cast surface instead of milled as on the M RR.

The advanced RR engine is equipped with BMW ShiftCam Technology for varying the valve timing and the valve stroke on the intake side. This is a three-part intake shift camshaft that has two cams mounted on a shift segment for each valve to be actuated: a torque cam and a power cam, each with optimally designed cam geometry. The shift speed of the BMW ShiftCam of the new RR is 9,000 rpm, same as before.

By means of an axial displacement of the cam segment, the inlet valves are shifted from either the torque cam or the power cam in just 10 milliseconds, depending on the load and speed. The axial displacement of the cam segment and thus the use of torque or power cam is affected via two shift cams on the cam segment and two electromechanical actuators. The different design of the cam geometry is used to vary the timing and the valve lift. While the full-load cam provides maximum valve lift, the partial-load cam delivers reduced valve lift.

The benefits of BMW ShiftCam Technology include:

The new RR powerplant is equipped with a new airbox with variable intake funnels. The intake funnels have been shortened, as found in the M RR engine, in order to optimize the air charge and thus power generation, especially at higher engine speeds.

As before, the length of the intake funnels is varied in two stages via a map-controlled servomotor mounted on the airbox. The shorter intake passages are opened from 11,900 rpm, since these are more favorable in terms of achieving maximum output.

The 2023 BMW S 1000 RR features two distinct sets of riding modes: for the street and for the track. The four standard modes include Rain, Road, Dynamic and Race, while the optional Pro Modes offers Race Pro 1, Race Pro 2 and Race Pro 3. The latest generation of dynamic traction control (DTC) with sex-axis sensor cluster, lean angle sensor and fine adjustment for even more safety and performance when accelerating are also standard.

The new feature of DTC is the slide control function. The central component of slide control is the steering angle sensor. Based on its signal, together with the wheel speeds and the sensor box signals, the slip angle at the rear wheel (“drift angle”) is estimated.

Depending on the characteristics of the rear tire, the road surface and the drive slip allowed by the slip control, a slip angle is established. This is so small in the stable driving condition that it is not noticed by the rider. Slide Control compares the current slip angle and comes up with a set value dependent on the DTC setpoint. If it looks as if this setpoint is going to be exceeded, slide control initiates a reduction of the drive slip.

When slick tires are used on the track, the rider is assisted in controlling power slides that occur in combination with the appropriate riding style and DTC setting. For this purpose, the new RR has two different settings with separately stored drift angles: DTC settings 3 and 2. These enable very experienced riders to make the best possible use of the rear tire’s potential and to influence the bike’s racing line at the exit of the bend by using the throttle grip and the “drift angle.” Analogous to this new slide control function, the steering angle sensor makes it possible to use the new brake slide control function.

As before, the DTC has four fixed basic settings for the respective riding modes Rain, Road, Dynamic and Race. In the Race Pro riding modes, fine adjustment (+/- shift) is also available. The Pro Modes option offers an adjustable DTC wheelie function for the first time. It allows wheelies to be suppressed or limited with the aim of achieving maximum acceleration via front wheel lift-off detection.

The new RR features two standard throttle maps that are linked to the riding modes Rain, Road, Dynamic and Race.

The new RR offers standard hill start control to facilitate starting on gradients. The optional hill start control pro goes beyond hill start control by providing the additional function Auto HSC. The settings menu allows this additional function to be individualized in such a way that the brake is automatically activated on a gradient (greater than +/- 5%) when the hand or foot brake lever has been activated, shortly after the motorcycle comes to a standstill.

As before, shift assistant pro enables upshifting without clutch actuation and thus offers acceleration almost without interrupting traction. It also allows downshifting without clutch or throttle actuation in the load and speed ranges relevant for riding. This allows very fast gear changes and reduces clutch use to a minimum.

For use in the new RR, the shift assistant pro has been improved. The rider’s shift request is now implemented via a torque model and thus enables shifts in all operating ranges. At the same time, the reaction time to so-called claw or jaw hits has been optimized, and the load change damping after gear changes has been improved. For use on the track, the conventional shifting pattern (first gear down) can be changed in a few simple steps to first gear up.

The new RR also offers the rider launch control for active support on race starts. Activation is done during standstill with the engine idling by pressing the start button for more than three seconds. The relevant information is displayed on the instrument cluster. From the technical point of view, launch control also limits engine torque so that the maximum transferable drive torque is available at the rear wheel when setting off in first gear. When the rider shifts into second gear, the engine torque is corrected in line with the change in ratio so that the maximum transferable drive torque continues to be available at the rear wheel during this phase.

The pit lane limiter enables the RR rider to limit speed when passing through the pit lane, regardless of the riding mode. The pit lane limiter is audibly perceptible and thus increases safety in the pit lane.

“Thanks to the further developed flex frame as well as the new chassis geometry, the new RR offers even better riding precision, accuracy and feedback from the front wheel,” said Sebastian Epp, project engineer, chassis.

The RR was not only improved in terms of overall performance, but also with regard to the chassis and suspension. A revised main frame, modified chassis geometry as well as the new Brake Slide Assist system and the additional “Slick” ABS Pro Setting contribute significantly to the increased performance of the chassis and suspension.

The heart of the chassis of the new RR is still the aluminum bridge frame, which is a welded construction of four gravity die-cast parts and integrates the engine, which is inclined forward by 32 degrees as before, as a supporting element. With the aim of optimizing lateral flexibility, the main frame of the new RR was given several openings in the side areas.

What has remained are the advantages of the frame due to its very narrow design. This significantly reduces the width of the bike in the area that is relevant for good knee contact, and it was possible to make the RR only about 0.8 inches wider than a V4 engine in this area. The rider benefits from being able to keep the thighs together closer to the bike and thus in a more relaxed riding posture.

Focus was also given to increasing riding precision when developing the new chassis of the RR. The steering head angle has been flattened out by 0.5 degrees (23.6 degrees instead of the previous 23.1 degrees) and the offset of the triple clamps has been reduced by 0.1 inches. The castor was increased from 3.7 inches to 3.9 inches. At the same time, the wheelbase was extended to 57.4 inches, an increase of 0.7 inches. The adjustability of the swing arm pivot point and the height of the rear end is due to the use of the standard M chassis kit, which allows for chassis geometric adjustments on the track. The new chassis geometry is accompanied not only by better riding precision but also by increased accuracy and improved feedback from the front wheel.

As before, rear wheel control is ensured by a gravity die cast swing arm derived from racing. Suspension and damping is provided by a central spring and shock with adjustable spring base, damping, rebound and compression. The rebound and compression can still be adjusted by means of a 10-click scaling. The shock is now height-adjustable for enhanced tuning. For easier removal and installation of the rear wheel, the axle bushings on the rear wheel on the right side are now mounted to prevent loss, and the brake pads and the brake anchor plate are chamfered. The total rear suspension travel is 4.6 inches.

As in the predecessor model, the upside-down fork with 45-millimeter slide tubes offers a high degree of brake stability as well as a stable response and feedback.

The upside-down fork is fitted with closed-cartridge inserts, i.e. separate hydraulic piston-cylinder systems, and is fitted with adjustment options for the spring rest as well as the damping rebound and compression stage. The total front suspension travel is 4.7 inches.

The new version of the legendary RR can be equipped with an optional electronically controlled dynamic damping control (DDC) suspension.

The basic settings of the DDC are linked to the riding modes Rain, Road, Dynamic and Race. In Rain and Road mode, the DDC’s tuning focus is on damping, which can be best described as sporty-comfortable. Road mode is tuned for urban environments with poor to good asphalt surfaces.

The Dynamic riding mode, on the other hand, is intended for smooth road surfaces.

In the Race riding mode, the basic damping is increased for track use.

In the Race Pro riding modes, the individually adjustable Race DDC damping characteristic optimally supports track riding and provides an even firmer shock setting over Race. Here, the springs and shocks provide the rider with optimum and exacting feedback at all times with regard to the respective riding situation.

In addition, suspension tuning can be individualized in all riding modes. In the same way as with the mechanical adjustments, the customer can make the suspension softer or firmer simply by clicking in the configuration menu.

Like its predecessor, the new RR has a brake system that is supremely effective on the road and on the track. At the front, there are two radially mounted four-piston fixed calipers in conjunction with 320-millimeter/12.6-inch steel brake discs which are 4.5 millimeters/0.18 inches thick (5.5 millimeters/0.22 inches thick with forged and carbon fiber wheels). At the rear, deceleration is taken care of by a single-piston floating caliper with a 220-millimeter/8.7-inch steel brake disc.

ABS Pro is standard on the new BMW S 1000 RR. In contrast to conventional ABS systems, ABS Pro offers extra safety when braking in turns. Even when braking hard in a leaning position, ABS Pro is able to prevent the wheels from locking, thereby reducing the risk of falling when leaning — even in the event of panic braking. In the Race Pro modes, the ABS function can be set to five different levels, with the ABS Pro function linked accordingly. A new feature of the current RR is the ABS Pro setting Slick as part of the optional Ride Modes Pro. This setting adjusts for the use of slick track tires.

The new brake slide assist function is an important and very helpful innovation for track riders. As in the new DTC slide control function, this new system is based on steering angle sensors and allows the rider to set a specific drift angle for so-called braking drifts while sliding into corners at a maintained speed.

From a technical point of view, a slip angle (drift angle) is set using the steering angle sensor response by limiting the brake pressure at the rear wheel by the ABS Pro system and by controlling the rear wheel slip by the engine drag torque control (MSR).

Due to the rider’s position on the motorcycle and the application of force via the handlebars, he or she has considerable influence on the drift behavior during braking. Brake slide assist provides support to the rider for this partially unstable riding condition of drifting.

As a component of the “Pro Modes” option, DBC dynamic brake control provides the rider with additional support during braking. DBC increases safety when braking, even in difficult situations, by avoiding unintentional throttle activation. As soon as the sensor cluster supplies a certain deceleration value during braking, any simultaneous desire to accelerate on the part of the rider is detected as implausible and throttle valve opening is suppressed. This keeps the motorcycle stable and shortens the braking distance.

The 6.5-inch TFT instrument cluster of the new RR has four available screen layouts (Pure Ride with the main details and three Core screens), and riders can choose what is displayed to suit their needs as before.

As a new comfort function, the last selected screen display appears after turning on the ignition again. The entire display is designed with a focus on sport riding, and its breadth of information, display quality and — last but not least — user-friendliness are still unrivaled in the supersports segment.

In addition to a wide range of functions and information, the BMW Motorrad developers placed particular emphasis on the best possible readability of the 6.5-inch TFT display. It is linked to the multi controller on the left-hand handlebar panel and can be operated quickly, safely and conveniently from here.

The rider can choose between customized screen displays for various purposes. The Pure Ride screen, for example, provides all the necessary information for normal operation on the road, while the three Core screen displays are designed for the track and provide a corresponding range of information. In addition, the rev counter is displayed here both in analogue form (Core 1 and 2) and in the form of a bar graph (Core 3).

In the course of the development of the RR, several new functions were added. For example, the new instrument cluster features an optimized display of the rev counter. It now has a dashed area and a solid red area that is directly controlled by the engine control unit. The dashed area is to be avoided in continuous operation but can be approached briefly, whereas the continuous red area is blocked. This new display scheme applies, for example, to a reduced warm-up rpm limit, speed limitation due to diagnosed faults, launch control or when the engine is not yet at operating temperature. Another new function of the rev counter is that it flashes together with the shift light.

Further new functions of the instrument cluster are preselection of a riding mode as well as navigation and entertainment as part of Driving Modes Pro.

Alongside the digital display of speed, revolutions per minute, selected mode, settings for ABS Pro, DTC and DDC and the menus, it is also possible to access the following wide range of information on the screen (depending on the options fitted). For example:

For riders using their new RR on the track, the new instrument cluster offers additional and highly usable data that can be accessed in a variety of screen display formats:

As before, the license plate bracket, the turn signals and license plate lights form one unit, and the functions of the brake and taillights are integrated into the turn signals. The extremely compact grouping makes it easy to get the RR ready for track use in a few simple steps. Thanks to a modified wiring harness, which is now equipped with an LWS connector, disassembly is now even quicker and easier.

Compared to the predecessor model, the standard equipment has also been expanded to include the previous optional extras: a lightweight M battery and a USB charging socket.

“With the winglets, we were able to achieve an optimum balance of downforce and drag and thus improve the RR’s performance once again,” said Johann Sievers-Paulsen, body development for the S 1000 RR.

When it was launched in 2009, the RR immediately stood out thanks to its extremely compact layout and super-sporty design. This has not changed, and the new RR delivers a perfect harmony of super-sporty design, every-day usability and focused track use.

A newly designed rear section with pillion cover makes the current RR look even sportier. The shorter license plate bracket is new as is the Endurance seat, which is available as part of the original BMW Motorrad accessory range. The rear pillion cover is available as an optional extra for the pillion seat.

One of the main areas of focus in the development of the RR was aerodynamics. This area has played a central role in both MotoGP and in the Superbike World Championship for several years now, with the aim of improving lap times even further. While for decades the developers of racing motorcycles concentrated almost exclusively on aerodynamic resistance (drag) and thus essentially on the best achievable top speed, today the focus is on other aerodynamic aspects for Superbikes and MotoGP bikes with outputs of well over 200 horsepower.

Wheelies are absolutely undesirable from a racing dynamics point of view, as the drive force in a wheelie is not converted 100% into forward propulsion but into the rising of the front end of the motorbike. Accordingly, the traction control kicks in to prevent wheelies and thus maximize the forward driving force. Valuable tenths of a second are saved here.

The winglets on the front fairing of the new RR take this scenario into account, as they generate up to 22 pounds of aerodynamic downforce and thus an additional front wheel load depending on the speed. The additional wheel load on the front wheel counteracts the wheelie tendency during acceleration; thus the traction control system has to regulate less, making more drive power available for acceleration and leading to improved lap times.

The BMW Motorrad developers countered the slightly increased aerodynamic resistance caused by the small additional frontal area and shape of the winglets with a newly designed high windshield. This helps improve the flow around the rider’s helmet. A further aerodynamic improvement was achieved by partitioning off the lower triple clamp.

The dynamic design of the RR features a color scheme with three individual characters: the basic variants of Blackstorm metallic, Style Passion in Racing Red non-metallic and the racing-oriented Lightwhite non-metallic/BMW M. The now-black covers for the alternator and clutch are featured in all three paintwork finishes.