2023 BMW S1000RR for sale
Update: Pricing for the various packages is now included below.
With the liter-class superbike category eternally in an arms race for top dog, BMW has today announced a heavily updated S1000RR is making its way here in 2023, bringing with it several changes first seen on the M1000RR, but also a few tweaks of its own. Central to those changes is an updated chassis, suspension, and aerodynamics. Of course, there will also be further revisions to its electronics suite as part of the deal.
What’s not getting much of an update? The engine. Well, sorta. The cylinder head gets new intake port geometry modeled after the M1000RR and a cast surface instead of the milled surface on the M model. From there, the airbox sees shorter intake funnels, just like the one on the M1000RR. This helps with high-rpm power output.
Other than that, BMW has basically left the inline four-cylinder alone. It’s stout enough as it is, with a claimed 205 hp at 13,000 rpm and 83 lb-ft at 11,000 rpm. Better still is the ShiftCam technology allowing for variable valve timing so you get a smooth spread of power from top to bottom. Helping to get a better drive once the throttle is turned, the rear sprocket goes up one tooth, from 45 teeth to 46.
Flex Frame, Suspension, and Steering Geometry
To help the new S1000RR handle with more precision and give the rider more feedback, the frame itself was given “several openings in the side areas,” to provide more lateral flex – hence the Flex Frame reference BMW has given it. The aluminum bridge frame remains extremely narrow for an inline four-cylinder layout, with BMW claiming it’s only 0.8 inches wider than a V4 engine (the exact one wasn’t disclosed).
From the geometry side, the steering head angle (aka rake) has gone up by 0.5 degrees to 23.6º instead of the previous 23.1º and the offset of the triple clamps has been reduced by 0.1 inches. The castor/trail has also 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. In theory, all these changes should lead to a motorcycle that’s slightly slower to turn, but should provide more stability.
However, those steering characteristics can partially be remedied by the adjustability of the swing arm pivot point and the adjustable height of the rear end – all thanks to the standard M Chassis Kit which allows you to make chassis geometry adjustments at the track (although, short of a pro race team, who wants to do that?). BMW says the new chassis geometry is accompanied not only by better riding precision but also by increased accuracy and improved feedback from the front wheel.
Mechanically, the 45mm telescopic forks aren’t much different from before, but the new version of the RR can be equipped with the optional DDC, or 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 a “sporty-comfortable” ride, while Road is tuned for urban environments and good, paved roads. Dynamic mode is great for smooth roads, while Race mode is meant for the track, where the adjusters are typically increased.
In the “Race Pro” riding modes, the individually adjustable “Race” DDC damping characteristics are even firmer. Like before, Race Pro allows the suspension tuning to be customized in all riding modes to your preference – all from the push of buttons instead of adding clicks or turns.
Ah, yes. Electronics. The S1000RR is full of them. Most of which should be familiar to those following the superbike space. For 2023 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) takes advantage of the 6-axis sensor IMU, and lean angle sensor, and is now better able to add fine adjustments for even more safety and performance.
The new feature of Dynamic Traction Control DTC is the Slide Control function. The feature itself is not new as it’s been on other motorcycles, and it works in much the same way. Using the combination of IMU, steering angle sensor, and wheel speed sensors, the ECU can tell when the rear tire is not inline with the front. This slip, or drift, angle is estimated, and depending on the preset Slide Control settings you have in place, will let the rear step out a certain amount before adjusting the power output and bringing everything back in line. DTC Pro also gives you DTC Wheelie, which is the first time the S1000RR has had a setting for adjustable wheelies.
In a similar vein, another cool new feature is the Brake Slide Assist. You might be able to guess what it does based on the name, but where Slide Control helps keep the bike under control as you slide out of a corner, Brake Slide Assist can help you back it into a corner. The IMU, wheel speed sensors, and ABS system all work in harmony to allow a rear slide into a corner. Once certain thresholds have been met, the lean-sensitive ABS will kick in to adjust the rear brake appropriately.
While it might seem weird, the S1000RR gets Hill Start Control and a Pro version. Similar to how it works on the GS modes, as the name implies, Hill Start Control will keep the brakes activated on an incline. The Pro mode goes one step further with Auto HSC, allowing you to have HSC come on automatically after a certain gradient.
From a safety standpoint, as a component of the Pro Modes, there’s a feature called Dynamic Brake Control (DBC). In short, after the bike reaches a certain deceleration threshold under braking, DBC kicks in and cancels any accidental throttle inputs by the rider by simply ignoring the request from the ride-by-wire throttle. Since there’s an autoblipper to handle shifting both up and down, the need to rev-match manually doesn’t exist anymore.
Other features on the electronics side include Launch Control and a Pit Lane Speed Limiter, complete with the audible sound of the limiter kicking in and limiting engine speed.
What’s a superbike without wings, right? Ostensibly, the job of the wings is to reduce the motorcycle’s tendency to wheelie with less electronic intervention. In the S1000RR’s case, the 2023 model gets bigger, re-shaped wings BMW claims provide as much as 22 lbs of downforce. However, bigger wings also mean more drag. To counter this instance of slightly more frontal area of the wings, there’s now a higher windscreen than before, helping to improve the flow up and around the rider’s helmet. BMW even went so far as to partition the lower triple clamp for better aero advantage, too.
All the Rest
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 ten-click scaling. The shock is now height-adjustable for enhanced tuning. The total rear suspension travel is 4.6 inches.
Shift Assist Pro is revised so shifts are even smoother than before, across the rev range.
Removing the S1000RR’s rear wheel is even easier now, as the axle bushings on the rear wheel on the right side are now mounted to prevent you from losing them, and the brake pads and the brake anchor plate are chamfered.
Finally, the S1000RR will be available in different packages for the US: M Package ($2,495), Premium Package ($2,340), and Carbon Package ($1,995). Pricing for the 2023 S1000RR is set for $17,895 and bikes are due in US dealers as early as January 2023.
Begin press release:
BMW Motorrad USA is proud to announce 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 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.” Wolfgang Wallner, Project Manager S 1000 RR
The highlights of the new BMW S 1000 RR
Engine and drivetrain
The new RR features a revised 4-cylinder in-line engine and delivers 205 hp at 13,000 rpm and a maximum torque of 83 lb-ft. 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 modelled 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.
BMW ShiftCam Technology
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.
Ride modes and Dynamic Traction Control (DTC) with new Slide Control
The 2023 BMW S 1000 RR features two distinct sets of riding modes: For 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 6-axis sensor cluster, lean angle sensor and fine adjustment for even more safety and performance when accelerating are also standard.
The new feature of Dynamic Traction Control 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 which are linked to the riding modes “Rain”, “Road”, “Dynamic” and “Race”.
Hill Start Control and Hill Start Control Pro
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.
Advanced Shift Assistant Pro
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.
Pit Lane Limiter
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.” 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.
Advanced “Flex Frame”
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 their thighs together closer to the bike and thus in a more relaxed riding posture.
Improved Chassis Geometry
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.
Easier removal of rear 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 ten-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.
Fully adjustable upside-down 45 mm telescopic fork
As in the predecessor model, the upside-down fork with 45 mm 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.
Dynamic Damping Control DDC
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” 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.
ABS Pro with new Brake Slide Assist and ABS Pro “Slick” setting
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 4-piston fixed calipers in conjunction with 320 mm / 12.6-inch steel brake discs which are 4.5 mm / 0.18 inches thick (5.5 mm / 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 mm / 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 their position on the motorcycle and the application of force via the handlebars, the rider 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 3 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 unrivalled 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 which can be accessed in a variety of screen display formats:
Quicker removal of license plate bracket, M battery and USB charging socket
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.
Aerodynamics and Design
“With the winglets, we were able to achieve an optimum balance of downforce and drag and thus improve the RR’s performance once again.” Johann Sievers-Paulsen, Body Development 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 make 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 hp.
In addition to achieving the highest possible maximum speed, which is absolutely necessary for race victories, another goal, especially with these extremely powerful machines, is to achieve the best possible contact between the tires and the road – especially during acceleration.
Wheelies are absolutely undesirable from a racing dynamics point of view, as the drive force in a wheelie is not converted 100 percent 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 lbs. 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 featuring 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.
M Package – Lightwhite paint with M lettering and new clear coat, M footrests, black fuel filler cap, M Carbon wheels, M sports seat. As an alternative to the M Carbon wheels, the customer can also choose the M forged wheels.
Dynamic Package – Ride modes Pro, DDC Dynamic Damping Control, heated grips, cruise control.
Race Package – M Endurance chain with M titanium sports silencer or M full titanium exhaust system.
Carbon Package – M Carbon front wheel fender, M Carbon rear wheel mudguard, M Carbon chain guard, M Carbon side trim, M Carbon sprocket cover.
Milled Parts Package – M folding clutch lever, M brake lever guard.
M Performance Parts.
Ergonomics and comfort
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How much is the BMW S1000RR 2023?
The 2023 BMW S 1000 RR is priced at $17,895. That's a $900 price increase over the prior generation RR, though few standard models will be sold.
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What is the difference between S1000RR and M1000RR?
BMW M1000RR 50 Years M edition engine That makes it more powerful and harder revving than the S1000RR (up from [email protected],5000rpm to [email protected],1000rpm) thanks to modified internals, including forged pistons and longer, lighter conrods.
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