We’re used to the mantra of ‘more power, less weight’ whenever a new range-topping superbike is launched but BMW has bucked that trend with the new generation of M 1000 RR by opting to increase performance through the pursuit of improved aerodynamics. Show That means the new 2023 M 1000 RR and its even more extreme sibling, the new M 1000 RR M Competition, are substantially faster than the previous version both in a straight line due to reduced drag and in corners thanks to improved downforce despite no change to the 156kW (209bhp, 212PS) peak power or the 192kg curb weight. Top speed has increased from 306km/h (190mph) to 314km/h (195mph), while downforce has been upped throughout the speed range by nearly 40%. That means at 150km/h (93mph), there’s 5.7kg of front downforce from the winglets, up from 4.1kg on the previous model, and by the time you reach 300km/h (186mph) there’s 22.6kg of downforce where the old version managed 16.3kg. The combination of more downforce with less drag is something of a holy grail in aerodynamics, and BMW has achieved it through a range of measures. The drag reduction is thanks to a new fairing, still made of carbon fibre, that creates better airflow around the rider with a taller screen and a more bubble-shaped nose, a redesigned tail, new side panels and front brake cooling ducts integrated into a new front mudguard. On the M 1000 RR M Competition, you also get aero wheel covers below those ducts to cut drag even more. Pros & Cons
BMW M 1000 RR PriceHow much is the 2023 BMW M 1000 RR? £TBA Although we’re still waiting to hear the final price of the M 1000 RR, you can be sure it won’t be much less than the previous model, which came in at £30,640 before you even started adding options. The even more race-oriented M 1000 RR M Competition will inevitably cost even more. When it comes to colour options, you’re stuck with what you get on the M 1000 RR, which comes only in ‘Lighwhite non-metallic’, while the M Competition version is finished in ‘Blackstorm metallic’. Power and torqueAs we’ve mentioned, there’s no change to the M 1000 RR’s engine for 2023 despite the radical new look, but to be fair you’re unlikely to be clamouring for more power when there’s already 156kW (209bhp, 212PS) on tap at a screaming 14,500rpm. The high-revving nature of the engine is also reflected in the peak torque, 113Nm (83.3lb-ft), which doesn’t arrive until 11,000rpm. Looking at the M 1000 RR’s power graph reveals that the engine isn’t limp at low revs. It essentially overlays the S 1000 RR’s curve, but where the cheaper bike peaks at 13,750rpm the M 1000 RR just keeps go. The torque graph reveals that the M-bike has less grunt than the S-version below around 5500rpm, but from there on it punches harder. Engine, gearbox, and exhaustUnchanged doesn’t mean outdated, and the M 1000 RR’s engine is still absolutely at the cutting edge of production bike technology. No other inline four-cylinder superbike (apart from the S 1000 RR that the M RR is based on) has the same ShiftCam variable valve timing and lift system, which switches between cam profiles depending on revs and requirements, and the rest of the spec reads like a pure race bike. Titanium valves, titanium con rods (longer and lighter than the S 1000 RR’s), CNC machined intake ports, 2-ring forged pistons – the deeper you dig into the bike’s details, the clearer it becomes where the money has gone. Compared to the S 1000 RR, the intake has shorter funnel to push the performance bias towards higher revs (the redline isn’t until 15,100rpm) and in the pursuit of weight reduction the entire exhaust system is titanium, including the manifold and the silencers. Handling, suspension, and weightOnce again, the changes to the chassis are minimal. The 2023 M 1000 RR weighs the same 192kg (wet, including a full tank of fuel) as its predecessor, and the frame and suspension are largely unaltered. That means an aluminium ‘bridge’ frame that uses the engine as a structural member, with carefully tailored flex in the chassis to improve handling and grip. A set of 45mm USD forks, fully adjustable for preload, compression and rebound, are accompanied by a matching monoshock, with a similar scope for tuning. Notable ‘M’ include the carbon-fibre wheels, which are redesigned with a new surface finish for 2023, although you can specify forged alloy wheels as an option if you prefer. As well as reducing the bike’s tendency to wheelie, BMW promises that the increased front downforce from the redesigned bodywork and winglets will also add cornering grip, allowing greater lean angles or more speed in corners and giving more confidence to the rider in the process. BMW M 1000 RR (2023) Comfort and economyComfort isn’t normally a top priority when it comes to homologation-special race-bikes-for-the-road, but the new M 1000 RR’s taller screen and more protective front fairing promises to make the 2023 bike a less demanding ride than its predecessor. BMW says that the improved airflow offers a ‘noticeable physical relief’ to the rider. The bike’s rear end and seat are also improved, with redesigned contours for the seat pad to increase the contact area with the rider when you’re hanging off, again reducing fatigue and – according to BMW – improving feedback. A modified wiring harness means the number plate bracket and rear lights can be more easily removed and reconnected. Economy probably isn’t a priority for the M 1000 RR’s customers, but despite its race-tuned engine the bike’s fuel consumption isn’t far removed from the S 1000 RR’s. At 43.5mpg, it’s less than 1mpg shy of the 2023 S 1000 RR, but the better aero doesn’t appear to have made any difference here as the previous M 1000 RR achieved an identical number. With a 16.5 litre tank, that means a max range of 157 miles between fill-ups. BrakesAs with the other mechanical bits of the M 1000 RR, the brake discs and calipers are the same as the previous version – with 320mm discs at the front, held by radial four-pot calipers – but the new brake ducts integrated into the front mudguard should improve their cooling while honing the bike’s aerodynamics. BMW says that they reduce temperatures of the brakes by up to 10 degrees Celsius in extreme, racetrack use, helping give a more consistent performance. Rider aids, extra equipment, and accessoriesWhen it comes to rider aids, if you can imagine it, then the M 1000 RR has probably got it. There are riding modes – Rain, Road, Dynamic, Race and three ‘Race Pro’ settings – as well as cornering traction control, wheelie control, adjustable throttle characteristics, three engine brake settings, an up/down quickshifter that can be reversed for track use, launch control, a pit lane limiter, and hill start assist. You also get a datalogger and lap timer in the 6.5in TFT dash, as well as a USB socket in the rear, LED lights and – slightly incongruously – heated grips and cruise control. When it comes to optional extras, the list is vast. The ‘M Competition Package’ that’s fitted to the M 1000 RR M Competition adds an ‘M milled parts’ pack, ‘M carbon’ pack and a 220g lighter swingarm, as well as the aero front wheel covers, a DLC-coated M Endurance chain and a pillion seat hump cover. Since many of the M 1000 RRs are likely to be bought by race teams wanting to use the bike as it is truly intended, other options include track-only ‘Kit’ motors in a variety of states of tune, Superstock and Superbike racing electronics kits, a race exhaust, a race body and race tank and seat. Other options range from footrests to lever protectors, tank pads to tinted screens, even a battery charger and a protective screen cover for the TFT dash. RivalsIn the rarefied class that the M 1000 RR inhabits, its rivals are the same bikes that it faces on the track in WSB competition – the homologation specials intended to be the perfect canvas for racing improvements while slotting in below the price limit enforced by the FIM. None are cheap, and all will impress when it comes to their performance and handling – and if past experience is anything to go by, in the long-term homologation bikes have proved to be a better investment than their cheaper, more road-oriented siblings. One obvious rival not listed here – it’s currently unavailable while we wait for an updated version – is the Ducati Panigale V4 R. By the time the M 1000 RR is available, there might well be more news on that bike’s future.
BMW M 1000 RR (2023) Technical Specification
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