Adamchildchad Forties, 5'7, has been professionally bike testing for 20-years and has attended more than 350 bike launches and covered over a million road test miles. International road racer, with race wins at Oliver's Mount, podiums in NZ and two top ten TT finishes. Chad is just as happy off-road or on a classic bike.
Most of the big players in the 2023 superbike class are going largely unchanged but BMW is out of step with its rivals by introducing substantial updates to the S 1000 RR that promise to make it a more accomplished machine, particularly on the racetrack.
While the addition of M 1000 RR-style winglets and a new tail section make the 2023 BMW S 1000 RR instantly distinguishable from its predecessor, the updates are far more than mere cosmetics. BMW has added more power, better acceleration, improved handling and more advanced electronics in a package of revisions that make the 2023 bike a more track-focussed machine than ever before.
We head to Almeria equipped with Bridgestone slicks and perfect weather to see if the new S 1000 RR can transform really can transform you into a riding god.
Pros & Cons
More power but still usable and versatile
Arguably class-leading electronics and rider aids
Chassis performance on track
New rider aids only felt on track
Test bike £23995, not £17,150 base price
Friends will be envious of your lap times and unfriend you.
BMW S 1000 RR (2023)
With its engine, chassis and electronic upgrades, the 2023 BMW S 1000 RR is the most advanced bike in its class – and we sent Chad to Spain to try it on track
How much is the 2023 BMW S 1000 RR? S1000RR is £17,150, while the S 1000 RR Sportis £18,610
An inevitable price increase – something we’ll be getting used to as more 2023 bikes are announced – comes along with the new S 1000 RR. The base model rises from £16,440 to £17,150 and the S 1000 RR Sport is £1000 more than its predecessor at £18,610 (previously £17,610).
The bikes come in metallic black, ‘Style Passion’ non-metallic red, or white with BMW ‘M’ graphics.
2023 BMW S 1000 RR – PCP EXAMPLE DEAL
Cash price
£17,153.00
Deposit
£3,430.60
Monthly repayment
£208.90
Final optional
£9,577.19
The M-package, which looks stunning, will set you back £4800, pushing the price to £22.410. But it doesn’t end there. Add the carbon package (£2000) or the M billet package (£1080), not forgetting the Dynamic system (£1400), which includes the electronic suspension, and the Performance package (£925) and prices soon start to soar.
Our Test bikes was also fitted with, M Pack (carbon wheels, M colour, M Seat) - £4,480, Dynamic Package (heated grips, cruise control, dynamic damping, riding modes pro) - £1,400, Performance Package (slip-on exhaust plus endurance chain) - £925. Total - £23,955. Yes, that is considerably more than the £17,150 base price, but cheaper than Ducat’s Panigale V4S and on par with Honda Fireblade SP.
BMW S 1000 RR (2023) Power and Torque
Here’s where the first big change for 2023 emerges. Power has risen from 152kW, equivalent to 204hp (although BMW prefers to quote metric horsepower, which put the old model at 207hp) to 154kW. That’s 206.5 burly imperial horses or a nice round 210hp using their slightly weaker metric equivalents. The numbers match the figures we predicted some weeks ago on seeing the new bike’s leaked type-approval documents.
The extra power comes thanks to more revs, with the peak arriving at 13,750rpm, 250rpm higher than the 2022 version.
Torque remains unchanged at 113Nm (83.3lb-ft) at 11,000rpm.
The 999cc ‘ShiftCam’ engine, with variable valve timing and lift thanks to BMW’s unique setup that slides the camshaft back and forth to engage different lobes depending on the revs, is essentially the same unit used in the current model, but with small but significant changes.
The intake ports are revised, using geometry based on the more powerful version of the engine used in the M 1000 RR, although the S 1000 RR’s ports are left with a cast alloy surface where the M’s are milled for even smoother airflow. As before, the cam profiles shift at 9000rpm to swap between torque-focused lobes and the higher-lift, longer duration ones used at higher rpms.
The airbox is new, with shorter intake funnels than before, although they’re still variable-height ones that change length depending on engine speed, using a servo motor controlled by the engine management system.
While the torque isn’t changed, the 2023 S 1000 RR will feel like it has more grunt because BMW has added an extra tooth to the rear sprocket, taking it to 46 teeth and lowering the final drive ratio. With the power peak now arriving at higher revs than before, it’s a change that doesn’t sacrifice a significant amount of top speed.
On paper, the ShiftCam motor is down on peak power output compared to Ducati and Aprilia competition. I’m sure they could have matched or even bested their superbike rivals but, frankly the S 1000 RR didn’t need any more horses in the first place. The slight increase will only be noticeable when ridden back-to-back with the now-old bike, while the change to the final gearing is a more noticeable, creating quicker acceleration.
The ShiftCam engine is the key element to the BMW’s overall package and ensures the S 1000 RR is ultra-versatile. The S 1000 RR shares the same engine and power and torque curves as the naked M 1000 R, all be it with different gearing, and is able to pull from 30mph in sixth gear to an indicated 280kph on Almeria’s long straight. And it's still pulling strongly when I go for the brakes.
Engine performance on track is incredible but very similar to the old bike. Power delivery anything but peaky; you don’t need to be in the last 20% of the rev range to make things happen. Instead, the RR pulls cleanly through its midrange, and you can even afford to short shift to give the electronic rider aids an easier time. Equally, you can bounce the S 1000 RR off its soft rev limiter and make it scream.
The fuelling is excellent, amongst the best I’ve ever experienced on a 1000cc sports bike. You can be so precise with the throttle, getting on the power sooner and sooner. There’s no snatchiness, which gives the rear tyre an easier life, and allows you to accelerate progressively, feeling the grip.
The usability of the motor, backed up by new and advanced rider aids, means you can use every horse in the stable, and nothing goes to waste. For a 207bhp rocket, the RR is incredibly easy to use and probably the least intimidating bike in this class. I’ll take a usable 207bhp over a peaky 230bhp all day long.
ROADS
On the road, the BMW S1000RR impresses not so much for its 200bhp+ top-end (which, if we’re being honest, is rendered largely theoretical by speed limits and/or self-preservation) but its oh-so-useable midrange. While other 1000cc superbikes have traded useful grunt for screaming speed – naming no names, Honda Fireblade – BMW have created a litre bike that still reacts like a litre bike should when you open the throttle at real revs.
And that’s all thanks to ShiftCam. Below 9000rpm – where 90% of riders spend 90% of their time – the motor runs reduced-lift cam profiles, giving more torque. For a road rider, this means there’s no compromise: you get both proper shove at regular road speeds, and you also get a brain-curdling peak power figure to be in awe of. Good thing too, because the RR’s outright potential is so far removed from the Highway Code it’s hilarious. Simply ride at peak torque (11,000rpm) in first gear and you’re already over the national speed limit.
The S1000RR’s road manners are further enhanced by a sublime throttle response. In Rain, Road or Dynamic modes, its manners are exemplary. Despite packing prodigious power the engine is merely an obedient servant, dutifully doffing its cap to the right twistgrip. Whatever the revs, the speed, whatever you ask it to do, there’s never a hiccup, cough, splutter, pause or snatch to be found.
Similarly, the clutch lever action is light, it bites progressively, and the gearbox needs little in the way of lever pressure or travel. The two-way quickshifter (fitted as standard) isn’t just for track use either – it’s happy snicking up through the box slickly even on small throttle openings and relatively low revs. If there’s any gearbox criticism at all, it’s that downshifts can feel a touch numb – there’s almost not enough in the way of mechanical feedback, so you push down on the gear lever but aren’t entirely sure whether it’s shifted or not.
The only other roughness on the road is that the motor can feel a bit vibey, the bars and pegs tingling with high-frequency tingles from around 7000rpm. And even if you don’t feel it you can certainly see it, the mirrors blurring gently. Still, the vibes aren’t too harsh, and definitely less noticeable than on the S1000’s naked R and upright XR siblings.
Our test bike was fitted with BMW’s official (and road legal) Akrapovič Sports Silencer, part of the £925 Performance Package. It sounds fantastic, rich and purposeful without straying over the line into being straight rude.
One other note – if you want to claim your S1000RR makes all 206.5bhp, you’ll need to feed it super unleaded. The small print in the owner’s manual states the power is rated with 98 RON petrol. If you want to save money and run regular 95 RON E10 the bike can handle it, but a knock sensor will reduce power slightly.
Like the engine, the S 1000 RR’s chassis looks superficially similar for 2023 but actually features some big revisions to improve the bike’s handling.
The alloy ‘Flex Frame’ chassis itself, made from four die-cast aluminium elements and using the engine as a structural member, is developed further, with new openings to optimise its flexibility and revised geometry. The steering head angle is 0.5 degrees shallower at 23.6 degrees instead of 23.1 degrees, while the offset is reduced by 3mm thanks to new triple clamps. Caster rises from 93.9mm to 99.8mm and the wheelbase is 16mm longer than before at 1457mm, almost the same as the current M 1000 RR.
The S 1000 RR also gets the ‘M Chassis Kit’ – previously an option, now standard – giving it an adjustable swingarm pivot point, while BMW has revised the rear shock and 45mm USD forks for 2023. As before, electronic damping adjustment is an option (standard on the S 1000 RR Sport) with the DDC ‘Dynamic Damping Control’ package, altering the suspension settings to suit the selected riding mode.
BMW hasn’t altered the weight, which comes in at 197kg fully fuelled for the standard bike, 195.4kg with the optional ‘Race Package’ that adds forged alloy wheels instead of die-cast rims, and 193.5kg with the ‘M Package’ option that swaps them for lightweight carbon wheels.
The new winglets generate up to 17.1kg of downforce at 300kph, or 186mph, which is more than the 16.3kg claimed for the M 1000 RR wings.
We had the advantage of perfect conditions in southern Spain in Almeria as well as pre-heated Bridgestone slicks. BMW fitted the M-Sport carbon wheels and set the DCT suspension to match the high-grip tyres and track temperatures. Conditions could not have been better.
The changes aren’t huge but are still significant. Within a few laps, you feel at home on the S 1000 RR; like a bike you’ve been racing all season. You immediately click and understand how the new chassis communicates with the rider.
The BMW isn’t a sharp, cutthroat sports bike as its aggressive ‘winged’ looks suggest. Instead, it's its ease of use that shines. The steering is sublime: look where you want to be and you’re there. Apexes are hit with perfect accuracy lap after lap and with minimum effort. You don't have to force it; everything input is met with a willing and natural response.
Mid-corner grip and feedback are excellent, and body position changes don’t appear to upset the chassis or grip. Get on the power early and, instead of drifting wide, the BMW continues to hold a line like it’s in an invisible berm.
Stability, too, is implacable. Towards the end of the Almeria lap there’s a tight chicane where you make some time by clipping or riding over the kerbs. In the morning session I was hitting the kerb harder and harder, leaning over further, even braking deep over the first kerb – yet the S 1000 RR never skipped, slid or showed any indication of misbehaviour. It was almost comical how hard I was hitting the kerbs without a murmur of irritation from the suspension.
With the large TFT dash reading 280kph at the end of the straight, high-speed stability wasn’t in question either. The new, larger screen takes the majority of the wind blast so you can get tucked in, relax and release your grip from the bars, which remain unflappable. It's hard to be certain but this may in part be down to the new aerodynamics as well as to chassis changes like a longer wheelbase.
ROADS
Bikes set up to be snappy and quick-steering on track don’t always translate well to the road, but BMW’s S1000RR is somehow eerily at ease doing both. Despite bristling with suspension stiff enough to win the fast group, featherlight carbon fibre wheels (part of the £4480 M Package), sticky Pirellis and steering geometry sharp enough to shave with, the RR feels neutral, planted, unhurried and even reasonably plush on Britain’s battered backroads.
It doesn’t dive into turns too fast, the bars don’t get into a flap over bumps, and it doesn’t kick you out of the seat at the merest sight of a pothole. Yes, the whole bike is firm and focused, but it’s not over the top. Want to flow smoothly along an empty B-road? The RR changes direction at speed from left to right and back again with minimal effort. Want to trickle round a wet corner at 10 degrees of lean? The RR just sits there, rock-solid, offering plenty of feel.
With the semi-active suspension’s damping set to Road mode, the ride quality is firm, but as generously comfy as you could hope for on a modern superbike. If you want to stiffen things up from there, you’ll need to navigate through a couple of sub-menus using the control wheel on the left bar (there isn’t a dedicated “suspension” button on the switchgear) and swap the suspension’s Road setting for Dynamic.
Brakes are brick-wall powerful, with a fierce initial bite that takes some getting used to if you’re coming from anything that isn’t a superbike. There’s good feel, and it doesn’t take too long to recalibrate your brain, but the stomach-churning force generated by even titchy-tiny lever movements is a proper eye-opener at first.
Weight is a claimed 197kg fully fuelled for the standard S1000RR, though that drops to just 193.5kg for our loaded test bike with the optional M Package. That’s an incredible figure for a 1000cc superbike – around 13kg less than the first S1000RR, and just 4.5kg heavier than Kawasaki’s ZX-4RR.
Despite the extra power and revs of the updated engine, and the change to the final drive ratio, BMW’s official fuel consumption numbers for the S 1000 RR are unchanged for 2023 – coming in at 44.4mpg under WMTC conditions. With a 16.5 litre tank, unchanged from the previous version, that means the 2023 bike’s range will also be identical.
The tail unit is new, but the seat height is unaltered at 824mm, and with no change in the position of the pegs or bars a blindfolded rider wouldn’t be able to tell it they were on the new model.
We didn’t manage any road miles on the press test, but the Dynamic Damping Controlled suspension allows the suspension to change automatically for road conditions, and despite its track capabilities cruise control, heated grips, and even hill control are still available. You could even go one stage further and fit genuine luggage from BMW. Stand by for a UK road-based addition to this review in 2023.
ROADS
It’s all relative, but the S1000RR’s riding triangle actually feels pretty well-balanced on the road. There’s no escaping the fact that you’re packed in tight, but that’s the case with all modern sportsbikes – long gone are the days when 1000cc superbikes had full-size riding positions. Ergonomically, it really isn’t that much more roomy than a 1990s 400. In fact, a Honda VFR400 owner took a seat on our S1000RR and declared the BM’s legroom to be even tighter.
Crucially though, it isn’t brutally wrist-heavy, nor is the seat an unforgiving plank of a thing. You could definitely do a bit of distance on an S1000RR without too much discomfort – and having cruise control (a £360 option on its own, or part of the £1420 Dynamic Package) would make that task easier still.
One somewhat unexpected hurdle is the RR’s seat height. On paper it’s an innocuous-looking 824mm, but in the flesh I found myself (a tediously average 5ft 9in tall) unable to get both feel flat on the floor. Not a problem as such – I mean, you’d hope there aren’t many inexperienced or unconfident riders looking at an S1000RR – but perhaps something to be aware of if you’re a little shorter in the leg.
Fuel economy according to BMW is a fairly unremarkable 44.1mpg – and that’s almost exactly what we measured on a medium-effort, cross-country road ride. Tank capacity is just 16.5 litres, although four litres of that is reserve. That means you can expect to get roughly 120 miles from brimmed to reserve. That, obviously, depends on how you’re riding. On track, we saw economy drop to 24mpg… which actually doesn’t seem that bad, considering the monumental power and skyscraper revs involved. However you ride, the RR’s dash helpfully includes a tank-range countdown to help you keep tabs on how much juice you’ve got left.
Brakes
The hardware of the 2023 BMW S 1000 RR’s brakes is unchanged, with BMW-branded radial 4-pot calipers on 320mm discs at the front, and a single-piston rear caliper gripping a 220mm rotor. It’s backed up by BMW’s ‘ABS Pro’ system, but the electronic control systems and rider aids are improved for 2023.
ABS Pro is new for 2023 and is essentially cornering ABS designed to work with slick tyres (with optional Pro mode). Combine that with the new MSR engine brake control, and BSA Brake Slide Assist (in optional Pro mode) and it’s a formidable braking package.
It’s amazing what you can get away with, and almost takes the calculation of braking out of the rider’s hands, it’s that good. The ABS Pro is designed to work with slick rubber and allows you to brake breathtakingly deep and late without fear of locking the front tyre.
The new BSA works with the ABS and the MSR and is for track use. The clutch must be engaged, revs need to be high, and deceleration needs to be rapid. Again, this new clever system work with the new steering head sensor, plus other parameters like brake pressure, again information from the 6-axis IMU.
The system, which features a new steering head sensor and draws on parameters such as brake pressure, can calculate how much you are steering into a slide when braking heavily and the rear end starts to come around or ‘back in’. It took me most of the day before I could jump on the brakes (front and rear) and allow the system to bring the rear back in line with the front. I’m no WSBK rider, and it took me a while to activate the system and then trust it. But when the system kicks in, it’s impressive.
Rider aids, extra equipment, and accessories
The S 1000 RR was already bristling with modes, settings and rider aids but for 2023 the suite of electronics becomes even more comprehensive.
The headline updates are the introduction of the ‘Slide Control’ function which allows the rider to preselect one of two possible drift angles that can be achieved before the Dynamic Traction Control system intervenes and reels in your exuberance. Probably not something to be used on the daily commute, it uses a new sensor on the bike’s steering angle to work out how far out of line the rear wheel is when you’re accelerating out of a bend, and theoretically means heroic rear-wheel steering action, once the preserve of GP stars, is within reach of mere mortals.
I guess this will be relevant or useful to only a small majority of riders. For starters you have to turn down the DTC (traction control) enough to get the rear spinning because you can’t power slide unless the rear is spinning and has lost grip. To make a rear Bridgestone slick ‘let go’ in perfect conditions in sunny Spain requires skill and bravery, and after six long sessions on the same rear tyre, I still don’t think I managed to provoke a true power slide that activated the system. But it’s nice to know it’s there when that mistake does happen and the rear does start spinning, perhaps after clipping a kerb or just giving it too much on a worn tyre.
The new steering sensor means a similar setup is also employed under braking in the form of ‘Brake Slide Assist’ that allows the back end to step out of line up to a pre-determined point before engaging the ABS (see 'Brakes'). Like the Slide Control system, the rider can set the level of drift the system will allow.
BMW has improved the Shift Assistant Pro quickshifter for 2023, too, making for smoother shifts thanks to a torque map employed during its use.
On board, you get a new rev counter display on the 6.5 inch TFT dash, which has a variable ‘dashed’ area – only to be visited briefly – before the redline, which also alters depending on conditions, for instance the engine’s temperature. The rev counter also flashes along with the shift light when it’s time to grab another cog.
ROADS
Where to begin. A standard S1000RR (£17,150) comes with four riding modes, plus lean-sensitive ABS and traction control, and the two-way quickshifter. The S1000RR Sport (£18,610) comes with the Dynamic Package, which includes heated grips, cruise control, semi-active suspension and tyre pressure monitors. It also comes with three track-focused ‘Pro’ riding modes, plus a heap of further gadgets including launch control, pit lane speed limiter and hill hold control.
Shall we keep going? The Carbon Package (mudguards, chain guard, trim) is £2000. The M Billet Package (folding aluminium clutch and brake levers, plus a brake lever guard) is £410. The Performance Package (Akrapovič silencer and low-maintenance M Endurance chain) is £925. And last, but by no means least, the mighty M Package – Motorsport paint scheme, carbon fibre wheels, plus different front brake calipers, rear sets and seat) is a whopping £4480. Want the lot, plus a £360 SOS emergency call button to complete the set? That’ll be £26,785 please.
Oh, sorry, did you say you wanted pillion pegs and a rear seat? That’s a further £105, ta very much.
Perhaps the one curious omission is keyless ignition. To be clear, we’re not complaining, just pointing out that while BMW offer Keyless Ride (which also works the steering lock and filler cap) across loads of their range – including the S1000R and S1000XR – it doesn’t seem to be an option on the RR.
Here’s a high-level comparison of the three main challengers in the superbike category that the BMW is up against. Kawasaki’s ZX-10R and Yamaha’s YZF-R1 are also considerations:
The 2023 BMW S 1000 RR isn’t massively different to the already excellent 2022 machine. Power has only gone up a few bhp, the final gearing has changed, while on-paper performance is or should be about the same as the old bike... But that doesn’t tell the full story.
Fact is, the S 1000 RR didn’t need any more power. 207bhp is enough, thank you. What counts is usability and the accessibility of the horsepower it already possesses – and in this respect the RR feels as friendly as a good supersport 600. It's so unintimidating you can just jump on and thrash it.
The changes to the chassis, even the addition of new aerodynamic wings, aren't ground-breaking, but certainly make a difference. Yes, we had the perfect conditions in Spain on slick rubber but, wow, what a handling package. The chassis' feedback, stability and huge stopping power are staggering. It's so easy to pilot you can cut fast laps all day long without feeling exhausted. You never feel like you're in a fight with 200-plus bhp; only that the RR working with you.
The new electronic rider aids have upped the Beemer's game to the point they are not merely on a par with the competition, but above. Some of the rider aids may only appeal to highly skilled riders, but the traction control is superbly effective and the updated quick-shifter is perfect. The engine, chassis, and rider aids are so good, it’s so rewarding and easy to ride, the RR really feel like a PlayStation game (albeit one that hurts should you get it completely wrong).
The big and obvious test will be when the Beemer goes up against the competition in this technologically advanced superbike category. Honda’s Fireblade is a proven race winner on the track, Ducati’s V4 Panigale has more power and stunning electronics, and don’t forget Aprilia’s more powerful and sublime RSV4. It’s going to be a close one.
But ridden in isolation, I’m running out of superlatives for this very special BMW.
ROADS
There can be no doubt that the 2023 BMW S1000RR is the most complete road-going, road-legal, mass-produced superbike the world has ever seen. A tiny handful of rivals might be able to boast larger-capacity motors, exotic engine configurations, high-profile racing successes, larger peak power outputs or heftier price tags, but none offer the same level of comprehensive, all-round road manners, refinement, accessibility and versatility as the 2023 BMW S1000RR.
Here is a flagship feast of engineering prowess, served up in a package that’s designed to be ridden, not just parked up and cooed over. That 206.5bhp engine, impossibly sophisticated steering-angle-informed slide control and downforce-generating wings might send your brain off on flights of fantasy. But it’s the cruise control, heated grips, Bluetooth connectivity and ShiftCam that prove the S1000RR is so much more than a racetrack refugee. It’s easy to ride too, the refined throttle response, neutral steering and grunty midrange ensuring it’s not a taxing bike for riders of all ability and experience levels to enjoy. It doesn’t demand you produced a dog-eared international race licence before you so much as switch the ignition on.
But be in no doubt, that for all the user-friendliness and initial warm welcome, the S1000RR is an absolute weapon. Its dynamic ability and outright limits are so far above virtually all who’ll ride it, and way beyond anything you could conceivably even approach on the road. To truly enjoy riding it, you almost need to come to terms with this, to find peace with the fact that, unless you take it on a track, you’ll only ever find yourself ticking the fringes of what it’s capable of. Some may wonder what the point of riding a bike this fast on the road is when it’s practically impossible to use even a fraction of its speed. But for others, that IS the point.
MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.
MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:
A steering lock that meets the UNECE 62 standard
An ignition immobiliser system
A vehicle marking system
An alarm system
A vehicle tracking system with subscription
The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.
