Let’s take a look at the update announcement for the 2023 M 1000 RR, this isn’t a new model, but BMW are promising improvements, with the S 1000 RR also recently overhauled.
First up let’s talk pricing, which starts at $32,995 in the US, £30,940 in the UK and $52,440 in Australia with the M Competition Package bumping that up to $59,990 for us Aussies, both prices excluding on-road costs. Early next year is the expected arrival dates too.
If that’s a bit rich for your blood, check out my M 1000 R video, with the nakedbike version available for 2023 for those on a tighter budget.
Now importantly the 2023 M 1000 RR is a more minor update, with the bike first introduced in 2021 as a race ready but still street legal version of the S 1000 RR. The 2023 version builds on what we saw in 2022, with aero updates, ergo tweaks and a few other small changes.
If you’re a racer chasing every last millisecond this’ll probably be big which is the target market no doubt, while the rest of us can just admire the latest look.
New fairings, new M winglets, a new front wheel cover and M Brake Ducts and M Aero Wheel covers are part of the aero package, and this is a stunning machine. Carbon-fibre is used on the fairing, with a higher windshield and the top speed of the bike goes from 306 km/h to 314 km/h, which is pretty significant. It’s also meant to be more comfortable for the rider at these extreme speeds.
The winglets provide significantly more downforce, with better airflow around the fork legs and calipers thanks to the new guard, ducts and wheel covers. Those wheel covers are however only seen on the M Competition version.
As a comparison the downforce produced by the M RR ramps up from 5.7 kg at 150 km/h to 22.6 kg at 300 km/h, with an increase of 6.3 kg compared to the outgoing model at 300.
Wheels are the M Carbon units straight up with a new clear coat, while you’ll have to go ex-works for the forged wheels instead.
The rear of the bike runs an M Endurance seat as well, with a short number plate holder and revised wiring harness for easier removal.
Power remains 156 kw or 212 horsepower, pipping the M 1000 R slightly, while torque is still 113 Nm from that ShiftCam four-cylinder engine. It runs CNC machined intake ports, two-ring forged pistons, titanium valaves, Pankl titanium con-rods, optimised camshafts and optimised intake system, putting it a step above the regular S 1000 RR.
Electronics include seven riding modes, broken into four road orientated modes, while the Race Pro one to three are for track and race use, while Dynamic Traction Control, Wheelie Control, Launch Control, Pit Lane Limiter, Hill Start Control Pro, Shift Assist Pro, two throttle modes and adjustable Engine Brake are featured, with the latter only in those Race Pro modes. Naturally that’s running off a six-axis IMU for all the cornering and lean functions.
Settings are viewed by a 6.5 inch TFT display, with special M animation, and there’s an OBD interface for the M GPS Datalogger and M GPS Laptrigger.
Continuing on from the 2022 model is the 45 mm USD forks, with preload, compression and rebound adjustment, alongside a monoshock offering the same level of adjustability, and there’s no electronic suspension here.
The M Brake package is also run, with M four-piston calipers on 320 mm floating rotors on the front and a two-pot caliper at the rear with 220 mm rotor. Race ABS Pro is run as well, and from what I can tell these are the Nissin M caliper, not the Hayes.
The M Competition package I mentioned takes things to the next level, with the M GPS Laptrigger software code included, as well including the M milled levers, footrests, brake lever guard, M carbon wheel covers, chain guard, side and tank covers, M Endurance chain, pillion package and pillion seat cover, not to mention a silver anodised swingarm which saves 220 g.