BMW M 1000 RR Revealed
The new BMW M 1000 RR has been unveiled by BMW Motorrad, a special homologation engine based on the BMW S 1000 RR superbike.
The new BMW M 1000 RR, a dedicated facility that has long been making high-performance versions of BMW cars, is the first motorcycle to be developed from the company’s hallowed M Division. The M 1000 RR is a special approval, designed to satisfy the requirements of the FIM WSBK and is also road legal.
The BMW M 1000 RR is based on the sleek and angry S 1000 RR, which is the reason the majority of body panels share.
The new carbon fiber winglets are the main difference between the two engines. BMW calls them M-winglets which were tested and developed on a race track using the Wind Tunnel of the BMW Group. The aerodynamic downforce of the winglets is maximal 16.3 kg, 186 mph, or 299kph.
One benefit of winglet downforce is that it contributes to reducing the tendency to wheel driving under hard acceleration, thus minimizing traction control intervention. The winglets also help the front wheel during hard braking to be pinned down into the tarmac and improve corner stability.
The BMW M 1000 RR is a distinct look, with the typical BMW-M colors sliding through the bodywork, aside from the wings.
A new, larger windscreen is provided by the M1000RR, which claims that BMW lowers wind resistance and helps the driver to pull well.
The 6.5-inch screen of the motorcycle has a special initial animation with the M logo as far as equipment is concerned. It also has an OBD interface that is available with the Performance Pack and can be used with an activation code for an M GPS Data Logger and M GPS Laptop. Further on later.
The engineers in the BMW M division have introduced their magic with some interesting changes to the standard S 1000 RR inline-four engine. But, although the shorter intake funnels improve the highest performance, shift cam with variable valve timing and lifting technology has been retained. Is the air intake or the valve train related to that?
The 999cc BMW M 1000 RR motor uses new 2-ring forged pistons with 12 g lighter each piston. The connexion rods for titanium are 2 mm length and lighter, weighing only 85 g each. BMW used slimmer and 6% lighter rocker arms, revised port intake geometry, used exhaust titanium valves, and raised the compressive ratio to 13.5:1. All these changes lead to a 5hp power increase over the S 1000 RR and a 15,100 rpm redline from 14,600 rpm in the engine of the S 1000.
The specs are at 14,500rpm at 212hp and 113Nm at 11,000rpm. More important, between 6,000rpm and 15,100rpm, the M engine produces more power than the S, especially for the race track. The gear has also been altered to increase the total number to 46 teeth by adding one tooth to the rear pipe.
This is combined with the lightweight exhaust system of titanium from Akrapovic that contributes to an improvement of performance and helps shave 3.7 kg of total weight.
The result is all of these changes to the engine 0.2s faster to 100kph from a standstill and 0.4s quicker than the S 1000 RR to break the 200kph barrier. It may not seem like much in the actual world, but on a track, the difference between a good and a bad result could be only tenths.
The BMW M 1000 RR has a wide range of electronic devices. First of all, five moves, Rain, Road, Dynamic, Race, and Race Pro, are available. The ‘Race Pro’ has three levels so that traction and wheel control settings based on IMU and the motor brake setting can be tuned.
The bi-directory speed-shifter, Hill Start Pro, and the pit lane limiting speed control are also available as standard for the motorcycle.
The engineers also twisted the chassis to improve handling together with the improvement of the motor.
The chassis of the BMW M 1000 RR is made of aluminum and is based on the S 1000 RR’s. With a flatter steering angle at 66.4 ° and a reduced offset fork by 3 mm and 26.5 mm, the steering geometry has been optimized. The wheelbase was also increased by the use of a longer swingarm from 1441 mm to 1457 mm. You can adjust the swinging arms pivot point to suit a specific race track by changing the geometry.
BMW was also on a mission to shave as much weight as possible, while that takes care of the chassis in one aspect. The M 1000 RR only tips the scale at 192 kg, mainly due to the lighter fuel and standard M carbon rim, 1.7 kg lighter than aluminum on the S 1000 RR. This is the most common factor in the production process. The standard Pro model also comes with carbon wheels
The brakes in conjunction with Nissin have been developed and the calipers have been finished with blue paint with an M division. These calipers are lighter and denser than the calipers on the S 1000 RR.
BMW claims improving performance, driving efficiency, and agility on a track due to the changes made to the chassis and the lightweight.
The M Competition package provides a vast range of components for those who want to do more than what the new M 1000 RR offers in standard trimming.
The list includes the software for the M GPS lap trigger and its corresponding activation code, the package of milled M components, the package for M carbon as well as a light swing arm of 220 g. You will also be able to receive the BMW new M-Endurance M-coated Maintenance-Free Chain with a tail-hump cover in the passenger package. A huge Rs 3.82 lakh is the cost of the M-performance package.
BMW Motorrad has managed to price the M 1000 RR quite well with all the exotic components and with extra performance. The BMW M 1000 RR is at £31000 on international markets, nearly double the price standard selling S 1000 RR to the basic price of £15,590. In international markets, this is nearly double the price of the standard S 1000 RR.
The BMW M 1000 RR has therefore been far cheaper than the Ducati Panigale V4R, which sells its direct, homologation-specific rival, at £35,141 or (Rs 32,89 lakh).
It remains to be seen whether BMW Motorrad starts the M 1000 RR in India.