The 2023 BMW S 1000 RR offers subtle upgrades, enhancing power delivery and rideability, making it a thrilling yet approachable sportbike.
- 🏍️ Upgraded Engine: New cylinder head and intake for improved power across the rev range.
- ⚙️ Smooth Quick Shifter: Enhanced software makes gear changes seamless, especially through neutral.
- đź“Ź Geometry Changes: Increased trail for better stability during rides.
- 🛠️ Track-Friendly Features: Easier rear wheel swaps and advanced ABS settings for experienced riders.
- 🎨 Aesthetic Appeal: Beautiful design with attention to detail, especially in the M package.
- 🔊 Exhaust Sound: Features an Akrapovič silencer that enhances the bike’s auditory experience.
- 🚀 User-Friendly Performance: Despite its power, the bike is manageable for less experienced riders.
BMW S1000RR. Quite honestly, I’ll be straight up with you—I can’t even touch the size of what this thing can do on the track. But all the same, I’m going to run you through what’s new for 2023 and tell you why I still had a
This is more of an evolution from the previous generation than a complete overhaul, but there are still some nice little tweaks. Primarily, the engine gets some updates that trickle down from their super-premium homologation special M1000RR. There’s stuff like a new cylinder head, new intake geometries, and a different airbox design. They say it’s giving it a greater spread of usable power across the whole rev range, so if you’re someone like me who might not necessarily be able to keep it in the big power band all the time, it’s actually quite rewarding. It’s still a very fast bike, even in the mid-range.
They’ve also given it an extra tooth on the rear sprocket, which is meant to give it a bit more snap to the acceleration. There’s also a new design for the rear wheel in terms of the spacers—it has captive spacers that help make rear wheel installation and swaps a little easier. So, if you’re doing track days where you need to do that, that’s obviously a nice update.
There are also changes to the geometry—there’s a little more trail for this year, so it seems like they’re trying to add back in a bit of stability. There are also quite a few changes in the tech package. There’s revised software for the quickshifter, which they’ve done to make it smoother and easier to use. I’ve got to say, even where most quickshifters suffer a bit going through neutral—like when you’re going out of the pit lane and shifting from first to second—this is super smooth. On some bikes, like the R1250R that we rode yesterday, there’s a bit of a lurch or stutter. But this quickshifter is super smooth, even in the upper rev ranges where it’s really working. It’s one of the best quickshifters I’ve ever used.
There are also a couple of features targeted toward more advanced riders. There’s a slick setting for the ABS and a steering angle sensor that you can see in the cockpit here. That feeds into the new slide control, which allows the bike to step out a certain amount before bringing it back in check. You can define how much steering angle you’re willing to let it go to. It works the same for braking, so if you’re hard on the rear brake and sliding out, you can set it so it doesn’t get too sideways and out of control. Honestly, I didn’t get a chance to test that out today, but it sounds pretty cool.
There are a few little tweaks to the back end in terms of styling, and they’ve made the license plate easier to remove for track days. Some of the bikes today have it removed, and it really does look quite clean. There are also some things that are now standard, like the USB socket and the lightweight lithium battery. So, yeah, some interesting little tweaks for this year.
The bike we’re riding today has some really nice accessories. In fact, it’s pretty much dripping in all the stuff you can get. It looks like it has the M package, which gives you this beautiful paint job. It’s got the M sport levers, which fold and are adjustable. There’s a lever guard, M sport brakes (or M brakes as they call them), fancy pegs that are adjustable, and an Akrapovic silencer. I started it up earlier—here’s how it sounds:
This one even has the carbon wheel set, which obviously helps with agility and quickness of turning because it’s rotating unsprung mass, so the lighter, the better. It also looks absolutely stunning. I think that’s one of the reasons I’ve really enjoyed myself today—this is a beautiful-looking bike. If you’re doing photos and video, riding it, or just being around it, I can see why people would want to have it in their garage. It’s one of my favorite-looking sports bikes, especially in this color scheme and finish. It looks absolutely incredible.
I really like the mean front end with the LED lighting and the attention to detail, like the little “RRs” in the plastic. The winglets look cool—they say they add 22 pounds of downforce. Not for someone going at the speeds I’m going, but it definitely adds to the look of the front end. The new tidier tail end looks great as well. Of course, this thing is ridiculously fast—even if you’re not the best on the track, you can still open it up on the straights, and it absolutely flies.
All the bikes I’ve ridden today have been set in the race layout for the dash. It simplifies things—it gives you your lean angles and shows how much brake and traction control you’re using, but it also makes the rev counter prominent. It compresses the 0-8000 RPM range and focuses on the upper rev range. It’s a little confusing at first if you don’t realize, but you feel like you’re not revving it much when actually you’re in the mid-range. The mid-range is really easy to ride, rich in power, and very fast, but not hair-raising. If you drop down into second and really rev it, it’s phenomenally quick.
So, yes, it really has that exotic sports bike vibe—it looks good, sounds good, and is super fast. But I will say, it’s pretty easy to get on with. Some riders might be intimidated by a bike like this, but I’d thoroughly recommend checking one out if you’ve ever dreamed of owning one. It’s surprisingly easy to ride. It has all the rider aids and safety features you could ever need as a new rider. Even some of the more experienced riders today were saying the TC (traction control) doesn’t feel super invasive. The power delivery is quite predictable, and it doesn’t feel twitchy in the handling. The braking is strong, but not like it’s going to throw you over the front, and everything feels easy and nice to get on with.
I’ve also found it relatively comfortable. Yes, it’s tall in the seat, and the pegs are tucked up, but it hasn’t been incredibly hard on my wrists. There’s a high windscreen as well, so there’s a lot of wind coverage. I’d be tempted to get one of these when we’re back in the UK as a press bike and try it out on the road for a bit. BMW stuff is just so nicely designed—the layout of the switchgear is easy to use, and I love the TFT dashes, which are the best in the business in my opinion. They’re easy to read, simple to use, and look great. They’re exciting.
So, many thanks to BMW for the opportunity to experience and appreciate this incredible machine today. As always, I’d love to know what you think of it down in the comments, so do let me know. If you’re new here and want to see more videos like this, hit subscribe, and I’ll see you in the next one. Thank you.
