The curbs lining Chuckwalla Valley Raceway’s intricate 2.68-mile format are the bogeys to the 2021 BMW M 1000 RR’s fighter-jet precision. The Bavarian-built literbike’s locked-on angle showcases years of the corporate’s racing endeavors and technical experience, and the bike serves as a platform for growing future enhancements.
Of course, the M 1000 RR can also be a homologation particular. Every little bit of the bike’s design and efficiency is targeted on gaining benefit throughout the scope of World Superbike technical laws. The street-spec gear is there merely to fulfill DOT necessities and guarantee it qualifies as a for-sale streetbike in accordance with the principles of production-based racing. Yes, the $37,490 M is there for well-heeled trackday connoisseurs and even membership racers, however its primary function is to present BMW Motorrad and its supported racing efforts a machine on which to work their magic searching for the perfect lap time.
What you get is a motorbike that Motorrad touts as the primary two-wheel mannequin to affix BMW’s iconic M-series. It’s a competition-minded offspring of the S 1000 RR, a motorbike which has been a contender within the open-class manufacturing literbike class since its introduction in 2009. The distinction is that the M 1000 RR is sharper and extra unique, permitting the elite to race to glory.
As with the ripping S 1000 RR, the M RR makes use of the identical fundamental 998cc inline-four with BMW’s ShiftCam Technology. It’s a spectacular engine in S kind, however plenty of inside parts are altered with racing in thoughts. A set of light-weight titanium Pankl connecting rods, 2mm longer than earlier than, transfer new lower-friction two-ring cast Mahle pistons. These lighter parts kick redline to fifteen,100 rpm, 500 rpm larger than the S mannequin. Compression ratio is bumped to 13.5:1 by way of a brand new combustion chamber profile, whereas valve-actuating finger followers have been redesigned for diminished weight. Even the titanium Akrapovič exhaust shaves 8 kilos compared to the exhaust system on the S 1000 RR.
The results of these revisions is a powerplant that, BMW Motorrad claims, undramatically produces 205 hp at 13,000 rpm in US trim, the identical numbers because the S 1000 RR in inventory configuration. The lighter elements and better redline are merely ready for racer mods so the bike could make aggressive energy on the monitor. Our take a look at unit was flashed with the dealer-installed “torque map,” which we examined on the in-house Cycle World Dynojet 250i dynamometer. The M RR produced a peak 161.30 hp at 11,230 rpm and 77.07 pound-feet of torque at 9,250. Analyzing the curves signifies the elective flash eliminates the S mannequin’s irritating dip between 6,000 and eight,000 rpm, however energy shortly indicators off simply after 11,000 rpm, leaving 4,100 rpm of overrev ready to be uncorked with race-spec tuning adjustments.
That bumped midrange torque makes the M 1000 RR a missile on nook exits. The ripping preliminary acceleration was aided throughout our trackday take a look at session by the excellent grip of the Dunlop KR448 and KR451 racing slicks we mounted to our testbike; these gave us additional confidence when ripping gears after the apex, aided as we have been by the seamless motion of the usual bidirectional quickshifter. Even with the additional midrange, excellent grip, and quickshifter, BMW’s over-complex digital rider-aid bundle and a numb throttle connection damp the concord of man and machine. Ride-by-wire throttle inputs don’t exactly match anticipated outcomes more often than not. And the 4 fundamental ranges of traction management in Ride Pro modes (Rain, Road, Dynamic, Race) every characteristic 15 additional settings of adjustability, with +7 being the best stage of intrusion and -7 the least, for a complete of 60 selectable choices. With many, many hours of seat time and tuning expertise this may make sense, however it’s quite a bit to soak up.
After working with all these choices within the time allowed by our one-day monitor take a look at, I discovered that dialing the TC to a much less intrusive setting (my choice was -4 with wheelie management diminished to stage 1) supplied essentially the most visceral driving expertise. This helped the M RR profit from its linear energy supply and low-end grunt; it exhibited ripping corner-exit acceleration whereas completely sustaining low-trajectory MotoGP-style energy wheelies as seen in slow-motion replays. Awesome.
It’s truthful to say that the M RR’s racing-influenced chassis accepts hammering nook exits with little drama and excellent drive grip. But the true star of the dealing with present right here is the spectacular clean motion and nice damping management of the Marzocchi fork, little question aided by its two downforce-producing winglets. Changes ensuing on this efficiency embody a barely steeper steering head angle of 23.6 levels (versus 24.2 on the S) with the path measurement elevated by 5.9mm to 99.8mm. Fork offset can also be diminished by 3mm. The result’s a confidence-bolstering front-end really feel unmatched by any earlier BMW superbike we’ve examined.
The entrance finish is so good that its M-branded brake calipers, co-developed with Nissin, are a gentle letdown after aggressive preliminary chunk, as lever really feel isn’t nice as you trail-brake to the apex. Outright energy is excellent, however there’s a possibility for extra communication and sensitivity when pushing the restrict. Three-level selectable digital engine-braking operate will be tuned to fit your type.
But among the many M 1000 RR’s many excellent qualities, none is larger than its depraved agility, its uncanny ease when snapping via side-to-side transitions. Certainly chassis geometry and light-weight supplies assist right here, however the secret is its carbon fiber wheelset. While composite rims aren’t authorized in world-level competitors, there’s no denying—or not welcoming—the nimbleness they supply. Nothing makes a motorbike really feel lighter and steer extra shortly than a discount in wheel weight; in reality, the bike ran over inside curbing in early testing laps. Simply acknowledged, the BMW M 1000 RR is likely one of the most nimble bikes we have now ever ridden; the one comparable machine in dealing with phrases is the no-holds-barred Ducati Superleggera V4.
Even with all the advantages dropped at the M 1000 RR via light-weight supplies, engine adjustments, and chassis tuning, the true potential continues to be locked away. Of course, that’s the way in which with most homologation specials. Think again to Honda’s unique 1994 RC45 and its US-market sub-100-hp output on the CW dyno. The BMW has much more bark than that Honda, however the essence stays the identical: consumers are getting one thing that can make racing modifications potential, however will even require these modifications to totally notice its potential. So, sure, the M 1000 RR is stronger on a racetrack in inventory kind. It’s completed in a bunch of carbon composite, and geared up with trick options like launch management, a pit-lane velocity limiter, and an adjustable swingarm pivot, however nonetheless possesses the identical fundamental soul and persona because the S 1000 RR, together with its flaws; numb throttle, overwrought electronics suite. Think of the M RR as a motorbike alongside the strains of Kawasaki’s ZX-10RR. It’s bought trick componentry and neat bells and whistles, however its showroom-spec efficiency isn’t far faraway from the bottom mannequin’s.
Whether the value premium of the M 1000 RR over the S mannequin is value it’s, as all the time, as much as you. If you’re a membership racer or critical trackday fanatic with a fats finances, the M brings trick parts and people spectacularly mild C-F wheels plus all of the potential BMW is in search of to faucet on the World Superbike stage.
But the bottom S 1000 RR is $16,995, and it’s straightforward to get previous $20,000 with a couple of alternative choices. The $37,490 sticker on our testbike comes from a mix of unique supplies and a listing of trick parts, a few of that are seen: carbon fiber bodywork, CNC-machined levers, and titanium Akrapovič exhaust system. BMW’s carbon fiber wheelset is included as a part of a $4,500 add-on bundle on the S mannequin, however commonplace on the M 1000 RR. Also think about the unpublished however presumably in depth value of engine improvement, together with the titanium connecting rods and different trick inside items.
So the M 1000 RR is a large soar in value for some admittedly nice elements. But for the road rider and typical trackday warrior, the S 1000 RR will present nearly as a lot leisure whereas saving many {dollars} for additional sticky tires and entry charges. The M RR’s particulars, adjustability, and OE-fitted elements increase the ceiling of its outright functionality and make it an actual temptation for the racer. If you’ve the sources, each monetary and technical, the M’s magic is value it, significantly for the chassis adjustments and carbon wheels. For most of us mortals, a lower-spec S will do the trick.
Still… don’t all of us need slightly extra magic in our lives?
2021 BMW M 1000 RR Specifications
MSRP: | $37,490 (as examined) |
Engine: | DOHC, liquid-cooled inline-four; 16 valves |
Displacement: | 999cc |
Bore x Stroke: | 80.0 x 49.7mm |
Compression Ratio: | 13.5:1 |
Transmission/Final Drive: | 6-speed/chain |
Cycle World Measured Horsepower: | 161.30 hp @ 11,230 rpm |
Cycle World Measured Torque: | 77.07 lb.-ft. @ 9,250 rpm |
Fuel System: | Electronic gasoline injection w/ 48mm throttle our bodies |
Clutch: | Wet, multi-disc slipper; cable operation |
Engine Management/Ignition: | Ride-by-wire/TCI |
Frame: | Twin-spar aluminum chassis |
Front Suspension: | 45mm Marzocchi inverted fork, totally adjustable (semi-active damping w/ elective DDC); 4.7 in. journey |
Rear Suspension: | Marzocchi shock, totally adjustable (semi-active damping w/ elective DDC); 4.6 in. journey |
Front Brake: | 4-piston Monoblock calipers, twin 320mm discs w/ ABS |
Rear Brake: | 2-piston slide-pin caliper, 220mm disc w/ ABS |
Wheels, Front/Rear: | M Carbon; 17 x 3.50 in. / 17 x 6.00 in. |
Tires, Front/Rear: | 120/70ZR-17 / 200/55ZR-17 |
Rake/Trail: | 23.6°/3.9 in. |
Wheelbase: | 57.4 in. |
Ground Clearance: | 4.7 in. |
Seat Height: | 32.8 in. |
Fuel Capacity: | 4.4 gal. |
Cycle World Measured Wet Weight: | 423 lb. |
Contact: | bmwmotorcycles.com |
CW Measured Performance
Quarter-Mile: | 10.43 sec @ 147.12 mph |
0–30 mph: | 1.76 sec. |
0–60 mph: | 3.28 sec. |
0–100 mph: | 5.49 sec. |
40–60 Top-Gear Roll-On: | 2.41 sec. |
60–80 Top-Gear Roll-On: | 2.19 sec. |
Braking, 60–0 : | 132.95 ft. |
Braking, 30–0 : | 31.33 ft. |
Source: www.cycleworld.com