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2023 BMW M 1000 RR and M 1000 R | First Look Review

2023 BMW M 1000 R
All-new BMW M 1000 R

At the end of 2018, BMW Motorrad introduced the M Motorsport automobile range strategy to its motorcycle brand, including offering M special equipment and M Performance Parts on various BMW models. The first bike in the M range was the BMW M 1000 RR, which made its debut in September 2020 and has been the base bike for the BMW Motorrad World Superbike Team since 2021, as well as being used by many race teams around the world.

Related Story: BMW Motorrad BMW M 1000 RR 50 Years M

On Tuesday, BMW Motorrad USA announced the updated 2023 BMW M 1000 RR, as well as the second model in the two-wheel M Motorsport lineup and the first M Roadster: the 2023 BMW M 1000 R – or M R for short. Both motorcycles have an expected U.S. market arrival date of January 2023.

2023 BMW M 1000 RR

2023 BMW M 1000 RR
2023 BMW M 1000 RR in Light White

In a media statement from BMW Motorrad USA, the company said the M 1000 RR was “developed to set a new milestone in the field of superbikes homologated for racing.
 
“We have achieved an engineering masterpiece in the aerodynamic development of the M RR due to our unwavering ambition, total passion, and technical finesse,” said Christian Gonschor, Project Management M 1000 RR. “Thanks to countless hours in the wind tunnel as well as in road tests, we were able to considerably increase the top speed with unchanged engine output and at the same time significantly increase the downforce, also when banking in corners. Our development work will be rewarded with racing success.”

2023 BMW M 1000 RR

The 2023 BMW M RR and the M RR M Competition bikes still have a liquid-cooled 999cc inline-Four engine making a claimed 205 hp at 13,000 rpm and 83 lb-ft of torque at 11,000 rpm, as well as two-ring forged pistons and fully CNC-machined intake ports and BMW ShiftCam technology to vary valve timing and lift.

The M RR is an evolution of the BMW S 1000 RR and features longer Pankl titanium connecting rods that are 3 oz. lighter for reduced friction and weight compared to the S RR, as well as shorter intake funnels for improved flow at high engine speeds.

Related Story: 2023 BMW S 1000 RR | First Look Review

The M RR still features four ride modes – Rain, Road, Dynamic, and Race – as well as three “Pro” race modes, two adjustable throttle characteristics, a slip/assist clutch, and Shift Assistant Pro for fast upshifts and downshifts without using the clutch. The bike also features the latest generation of Dynamic Traction Control DTC and DTC wheelie function with 6-axis sensor box, Launch Control, Hill Start Control Pro, and M Brakes and ABS Pro with Race ABS for maximum braking performance on the track.

As far as upgrades to the 2023 BMW M 1000 RR, BMW is touting “increased downforce and improved top speed in one package” resulting from advancements in the area of aerodynamics.

2023 BMW M 1000 RR

A newly designed fairing made of visible carbon fiber with a higher windscreen provides an increase in top speed in conjunction with optimized airflow around the rider. The new fairing also adds integrated protection of the M engine covers.

The M Winglets on the front fairing were also completely revised to produce significantly more aerodynamic downforce than before – both when riding upright and when leaning in corners. The tendency to wheelie is reduced and thus the need for traction control to kick in is reduced, and the rider can achieve more extreme lean angles or higher cornering speeds at the same lean angle.

2023 BMW M 1000 RR

Another central point in optimizing the entire aerodynamics package was around the area of the front wheel. For the first time in the history of BMW Motorrad, brake cooling air ducts made of carbon fiber are integrated into the new front fenders, which have been optimized for improved airflow around the fork legs and brake calipers to reduce the temperature of the M brakes by up to 50 degrees Fahrenheit in track operation.

2023 BMW M 1000 RR

The M Aero Wheel Covers, included in the M 1000 RR M Competition package, also made of visible carbon fiber, lower drag further – especially at speeds above 155 mph.

2023 BMW M 1000 RR

Other new features of the 2023 BMW M 1000 RR include the following:

  • M Carbon wheels with new finish and M Design graphics.
  • Forged wheels available as an alternative to the carbon fiber wheels.
  • Newly designed rear section.
  • Ergonomic M Endurance seat.
  • Short license plate bracket.
  • Modified wiring harness with LWS connector for easier removal of license plate bracket and lights.

The 2023 BMW M 1000 RR comes in Light White non-metallic starting at $32,995. The M RR M Competition model comes in Blackstorm Metallic.

2023 BMW M 1000 RR
2023 BMW M 1000 RR in Blackstorm Metallic

The M Competition Package has been updated with the following:

  • M Endurance chain
  • Clear anodized Swingarm
  • M GPS Laptrigger
  • Passenger Kit

M Carbon Package

  • M Carbon front and rear fenders
  • M Aero Wheel Cover
  • M Airbox Cover
  • M Carbon tank covers left and right
  • M Carbon Chain Guard
  • M Carbon Sprocket Cover
  • M Carbon Passenger Seat Cover

M Billet Package

  • M Folding Brake Lever
  • M Brake Lever Guard
  • M Folding Clutch Lever
  • M Rider Footrest System

2023 BMW M 1000 R

2023 BMW M 1000 R
2023 BMW M 1000 R in Light White

BMW Motorrad said the all-new BMW M 1000 R delivers a “dynamic riding experience in the roadster segment previously reserved for superbikes.” 

“The M R is the second M model from BMW Motorrad,” said Ralf Mölleken, Project Manager 4-cylinder models. “Based on the current S 1000 R and S 1000 RR, the product substance of the M 1000 R – M R for short – has been tuned to meet the specific requirements of a supersport roadster. The riding dynamics speak for themselves both on the country road and on the track.” 

2023 BMW M 1000 R

Related Story: 2021 BMW S 1000 R Announced

Mölleken called the engine of the M R “a technical balancing act.”

“For super-sporty country road use, a pleasant power characteristic with plenty of torque in the low and medium rev range is available,” he said, “while high peak power is provided for riding on the track.”

The new M R uses the same water-cooled 999cc inline-Four engine developed from the M RR, and it delivers a claimed 205 hp at 13,500 rpm (40 hp more than in the S 1000 R, and a slightly higher rpm than the M RR) and 83 lb-ft of torque at 11,000 rpm, as well as BMW ShiftCam technology. Compared to the S 1000 R, the maximum engine speed has been increased from 12,000 rpm to 14,600 rpm.

From 10,000 rpm, the engine of the new M R provides much more peak power and torque until the redline. Increased rear wheel traction in all gears is also provided by a shorter secondary gear ratio through the use of a sprocket with 47 teeth vs. 45 in the S 1000 R. In addition, the gear ratios of the 4th, 5th, and 6th gear have been changed.

2023 BMW M 1000 R

BMW says the new M R engine is “significantly more powerful than the 4-cylinder of the S 1000 R across the entire rev range.” With an acceleration speed of 7.5 seconds to 124 mph, the M R is 0.5 second faster than the S 1000 R. The picture is even more dramatic with regard to the pull-through values, measured in 6th gear. While the S 1000 R takes 3.3 seconds from 37 mph to 62 mph, the M R only needs 2.9 seconds. The intermediate sprint from 62 mph to 93 mph takes 2.5 seconds (3.3 seconds for the S 1000 R) and in the interval between 87 mph and 112 mph is 2.8 seconds (4.0 seconds for the S 1000 R).

The M R also features four ride modes – Rain, Road, Dynamic, and Race – as well as three “Pro” race modes, three adjustable throttle characteristics, a slip/assist clutch, and Shift Assistant Pro. The bike also features the latest generation of Dynamic Traction Control DTC and DTC wheelie function with 6-axis IMU, Launch Control, Hill Start Control Pro, and Dynamic Damping Control. For slowing and stopping power, the M R uses the M Brake system, ABS Pro with Race ABS, and Brake Slide Assist.

2023 BMW M 1000 R

Other highlights of the new BMW M 1000 R include the following:

  • Optimized intake with variable intake funnels for improved flow at high rpm.
  • Sport exhaust with titanium rear silencer.
  • M Endurance chain.
  • M winglets and wind deflectors: Brake later and accelerate earlier, plus more high-speed stability thanks to aerodynamic downforce.
  • Engine spoiler.
  • Aluminum forged alloy wheels.
  • Optional M Carbon wheels with M graphics.
  • M handbrake and clutch lever.
  • Adjustable steering damper.
  • Milled handlebar clamp.
  • Compared to the S 1000 R, wider tubular handlebars with laser etched “BMW M 1000 R” lettering.
  • Handlebar end mirrors.
  • LED headlamp with illuminated M logo.
  • Smaller license plate bracket.
  • Instrument cluster with 6.5-inch TFT display, start-up animation with M logo and OBD interface for M GPS Datalogger and M GPS Laptrigger that can be used via activation code.
  • Rev counter (red area) displayed in a new design.
  • Lightweight M battery, rear USB charging socket, LED lights, electronic cruise control and heated grips.
  • Keyless Ride.
  • RDC tire pressure monitor.
  • Extensive range of optional accessories

The 2023 BMW M 1000 R will be available in Light White non-metallic starting at $21,345. The M Competition model comes in Blackstorm Metallic.

2023 BMW M 1000 R
2023 BMW M 1000 R in Blackstorm Metallic

The M Competition Package includes the following:

  • M GPS Laptrigger
  • M Carbon wheels
  • Passenger seat with passenger kit and seat cover

M Carbon Package

  • M Carbon front and rear fenders
  • M Carbon tank covers left and right
  • M Carbon Chain Guard
  • B Carbon airbox cover

M Billet Package

  • M Rider Footrest System

For more information, visit the BMW Motorcycles website.
 

The post 2023 BMW M 1000 RR and M 1000 R | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

BMW Motorrad BMW M 1000 RR 50 Years M

BMW has announced its M 1000 RR 50 Years M anniversary edition, a higher-end evolution of the formidable S 1000 RR. The new model celebrates the 50th anniversary of BMW’s vaunted M performance sub-brand, featuring several notable upgrades over the standard RR. It includes carbon-fiber wheels, a lighter silver-anodized aluminum swingarm with an adjustable pivot, a GPS-based data logger, and a lightweight lithium-ion battery, as well as a taller windscreen and several billet-aluminum and carbon-fiber parts.

The new M boasts a 205-hp inline-Four engine and a 189-mph top speed. It weighs 423 lbs when fully fueled, and retails for $36,995 in its special Sao Paulo Yellow anniversary edition. More information in the press release below.


BMW M 1000 RR
BMW M 100 RR 50 Years M

To mark the 50th anniversary of BMW M GmbH, founded in 1972 as BMW Motorsport GmbH, BMW Motorrad presents the M 1000 RR 50 Years M anniversary edition in Sao Paulo Yellow with historic 50 years BMW M badging. This striking combination pays homage to the spirit from almost 100 years of BMW Motorrad production and from 50 years of BMW M vehicles. To get the anniversary edition, the M 1000 RR should be equipped with the optional 50 Years ///M Package. In addition to the extensive use of M milled aluminum and M carbon parts, this package features a lighter silver anodized aluminum swingarm, M GPS lap trigger unlock software as well as the M endurance chain and passenger seat and seat cover.

The M 1000 RR can also be ordered in non-anniversary guise by selecting the Light White / M Motorsport Competition Package.

M – The Most Powerful Letter in the World

At the end of 2018, BMW Motorrad unveiled M special equipment and M Performance parts for selected existing motorcycle models. The M 1000 RR, the first BMW motorcycle to bear the M brand name made its world debut in September of 2020.

The letter M is synonymous worldwide with racing success as well as with high performance BMW vehicles aimed at customers with high demands for performance, exclusivity and individuality. The BMW M 1000 RR delivers on all of these expectations and continues the racing tradition of BMW M by being the base bike for the BMW Motorrad World Superbike Team since 2021 as well as being used by many race teams around the world.

BMW Motorsport GmbH and BMW M GmbH

BMW Motorsport GmbH was founded in 1972 with the idea of uniting all BMW motorsport activities under one roof and consolidating the construction of high-performance race cars and race engines. The BMW 3.0 CSL (CSL = Coupe Sport Light) made its debut as the first race car from BMW Motorsport GmbH in 1973. On the occasion of the foundation of BMW Motorsport GmbH, Robert A. Lutz, member of the Board of Management of BMW AG for Sales in 1972, stated: “A company is like a human being. If it does sports, it stays fit, enthusiastic, more effective and powerful.”

BMW M 1000 RR
BMW M 100 RR 50 Years M

The BMW 3.0 CSL made its debut in the European Touring Car Championship in 1973 sporting the three defining BMW Motorsport colors of blue, violet and red on a snow-white background. Today’s updated Motorsport colors of are Blue – Dark Blue and Red.

This legendary color combination could be found on BMW M street vehicles which appeared in the second half of the 1970s as well as on successful race cars. Iconic cars such as the 1978 BMW M1 and the Brabham BMW with which Nelson Piquet won the 1983 Formula 1 World Championship.

From Isle of Man to Dakar – BMW Motorrad and motorsports

Racing success was not the exclusive realm of four-wheeled BMW vehicles however. Innovation stems from motorsport and this was especially true in the early decades. Legendary names from those early years include Ernst Jakob Henne who set no less than 76 world land speed records between 1929 and 1937 on supercharged BMW motorcycles and Georg “Schorsch” Meier who won the 1939 Senior Tourist Trophy on the Isle of Man on his 500cc supercharged BMW.

In 1976, exactly 37 years later, Helmut Dähn and Hans Otto Butenuth celebrated fifth place in the Isle of Man Production TT class. They had actually set the fastest time on their BMW R 90 S but due to handicap rules, they were listed in fifth place behind two 250cc and two 500cc motorcycles. Nevertheless, given the fastest time, this fifth place was celebrated like a victory.

74 years after “Schorsch” Meier’s success in the Senior TT, Michael Dunlop rode his BMW S 1000 RR to victory in the 2014 Isle of Man TT Superbike race. In the following years, the RR would go on to leave its unmistakable mark on the TT with more victories.

BMW M colors would also be represented in off-road conditions such as the Paris-Dakar rallies of the early 1980s which were dominated by BMW GS factory riders Hubert Auriol and Gaston Rahier.

Like no other BMW motorcycles, the M 1000 RR 50 Years M model carries all of this historic motorsport DNA within it.

MSRP of $36,995 plus $645 Destination.

$32,495 plus the required $4,500 50 Years ///M Package.

Equipment

Standard Equipment

  • Windshield high
  • BMW Motorrad Race ABS and ABS Pro
  • 7 riding modes (Rain, Road, Dynamic, Race, Race Pro 1-3)
  • Pit-Lane-Limiter
  • Launch Control
  • Dynamic Traction Control (DTC) +/- Shift
  • Wheelie Control
  • Slide Control
  • Hill Start Control (HSC) Pro
  • Dynamic Brake Control (DBC)
  • Shift Assist Pro
  • 6.5″ TFT-Display
  • LED-Headlight, Taillight and Turn Signals
  • Heated Grips
  • Cruise Control
  • M Lightweight Battery, 
  • M Chassis Kit with rear height adjustment and swingarm pivot

50 Years ///M Package (optional)

  • Sao Paulo Yellow
  • 50 Years M Anniversary badges
  • M GPS Lap Timer trigger software
  • Rear seat cover and passenger kit
  • M Carbon Package – Carbon front and rear fenders, Upper fairing side panels, Left and right carbon tank covers, Carbon chain guard and sprocket cover.
  • M Billet Pack – Billet aluminum engine protectors, folding brake and clutch levers, M rider’s rearsets, front brake lever guard.
  • Clear anodized swingarm
  • M Endurance chain

Specifications

Engine type Water-cooled, inline 4-cylinder, 4-stroke, four titanium valves per cylinder, BMW ShiftCam
Power 205 hp @ 13,000 rpm
Torque 83 lb-ft @ 11,000 rpm
Compression Ratio 13.5:1
Intake/Exhaust  33.5/27.2mm
Throttle Body 48.0mm
Engine Control BMS-0
Emission Control Closed-loop, 3-way catalytic converters, EU-5
Fuel Type Premium unleaded
   
Alternator 450 watts
M Lightweight battery 12 volt/5 Amp, Lithium-ion
   
Gearbox Wet sump, 6-speed, constant-mesh, straight-cut gears
Primary Gear Ratio 1.652:1
I 2.647:1
II 2.091:1
III 1.727:1
IV 1.500:1
V 1.360:1
VI 1.261:1
Final Drive Chain 17/46
Secondary Ratio 2.706:1
Clutch Multiplate, anti-hopping oil bath clutch
   
Frame Cast aluminum bridge-type frame, load bearing engine
Front Suspension 45 mm upside down telescopic forks, adjustable compression, rebound and preload
Rear Suspension Aluminum swing arm, damping adjustable for compression and rebound, adjustable preload
Suspension travel front/rear 4.7/4.6 inches
Wheelbase 57.4 inches
Caster 3.9 inches
Steering Head Angle 66.4 degrees
Length x Width x Height 81.6 x 33.4 x 47.1 inches
Seat Height 32.8 inches
Inner Leg Curve 72.6 inches
Fuel Capacity 4.4 gallons
Dry Weight 375 lbs.
Unladen Weight, road-ready 423 lbs.
Payload 467 lbs.
Permitted Total weight 897 lbs.
   
Wheels M Carbon
Wheel Size, front/rear 3.50 x 17/6.0 x 17 inches
Tire Size, front/rear 120/70 ZR17 / 200/55 ZR17
   
Brakes, front Twin 320mm (12.6”) disk, M 4-piston brake calipers
Brakes, rear Single 220mm (8.7”) disk, 2-piston fixed caliper
ABS Pro ABS Pro settings for RAIN, ROAD, Dynamic, no ABS Pro in RACE and RACE 1-3 settings
   
Acceleration, 0 – 60 mph Under 3.1 sec.
Top speed 189 mph

The post BMW Motorrad BMW M 1000 RR 50 Years M first appeared on Rider Magazine.
Source: RiderMagazine.com

We talk BMW M 1000 RR and ASBK with Glenn Allerton

Glenn Allerton Interview


Trevor Hedge: So, a successful debut for the new M 1000 RR at Darwin that probably surpassed your expectations and now third in the championship. Have you been able to get out on the new bike again since Darwin to further refine the package and set it up more to your liking?

Glenn Allerton: “To answer that question, no we haven’t been able to do any testing at all since Darwin, kinda did have some plans to do some testing and you know, Winton and Morgan Park were on the cards, but unfortunately with the lockdowns that we suffered, straight away after it, it knocked all that on the head. So we haven’t been able to do any further testing. To answer the first part of what you said, the debut was awesome, couldn’t have asked for a better feeling motorcycle. Behind that story, when we got here, the bike was brand new, as you publicised, we pretty much built the bike from the showroom to the racetrack in two days. My hopes weren’t actually really that high, that we would get it right, I tried not to get too optimistic about it. I kinda had my brain set on the fact we were going to race the old bike and if we turned some laps on the new bike that was great. But it would be very difficult to be better and stronger than the current bike that we had. But from the first lap that I rode thenew  bike, I could straight away recognise there was a definite improvement in the bike and the way that it handles and delivers power. It’s a definite step forward.”

Hidden Valley ASBK Round Podium – Image RbMotoLens

Trev: When I interviewed Shane (Kinderis) as he was building the bikes in Darwin he mentioned to me that when you had trialled the M bodywork with its wings on your standard bike the difference was quite stark, particularly regarding stability under brakes. Take us through the differences you found with the wings in that first instance, and try to put it into words that us lemmings might understand.

Allerton: “So the hard part to understand for me at first was that the wings are mounted up on the front of the bike, and when we went to Wakefield and tested out the winged bodywork from the M on the S, I really couldn’t feel that much difference in the front of the bike, but where the wings make the difference was the stability under braking. To me it felt like the load was getting pushed into the bike through the wing, but actually where the effect happened was at the back of the bike. So the back of the bike felt like it stayed down and didn’t want to sit up, or hop all over the place or slide. Wakefield as you know is not a high speed track, but in the fast area down into the first braking zone after the finish line, I could really feel the difference in the braking stability of the bike, because the rear wheel felt like it was being pushed onto the ground, it was a definite advantage in that sense.”

BMW M 1000 RR

Trev: You couldn’t have predicted that, it must have been almost hard to get your head around that sensation and prove it to yourself.

Allerton: “You can see with your eyes the wings are mounted at the front of the bike and your expectation is that the resulting downforce will be at the front of the bike, but I really didn’t feel like the front of the bike felt that much different. At first I came in and said I don’t really feel any difference, but then as I pushed on and got closer to a decent lap time, I could really feel the rear stability was better. So it was a lot to get my head around. I did about 50 or 60 laps before I could understand where the difference was and where the load was being pushed into the bike. But it was definitely an advantage, I guess going forward you’re probably going to see wings on every 1000 cc motorbike soon. There’s no secret that it definitely makes the bike better.”

Next Gen BMW M 1000 RR – Image RbMotoLens

Trev: I better bolt some to my tricycle today and go down the driveway. I understand once you modified your style and pushed harder to take the advantages those wings gave you, you actually had to go stiffer fork springs, etc, as you could actually hit the brakes even harder.

Allerton: “To me it felt like I can go further in on the brakes, I can probably brake maybe 10-15 metres further into some corners than I could before. The bike remains so stable even when you snatch the brake really hard and you transfer the weight to the front, it’s like the bike recovers really quickly, because of the aerodynamics. You know at the end of the front straight at Darwin there, we were probably pushing 290-295 km/h, and the confidence that the wings seemed to give me when I grabbed the brakes was unbelievable. The bike just feels like it stops so fast and the stability felt like it wanted to be upright, straight and smooth. So the confidence that came off the back of that was great. I still feel like I haven’t really gotten the most out of it yet, you know, I just need a little bit more time and to change a few more settings. We went stiffer with the fork spring, because we can brake so much harder, but I think we need to go a step further again.”

The wings help the bike to stay planted under brakes – Image Half Light

Trev: We also have new brakes on the M model. Braking performance under race conditions was an early criticism levelled at the BMW Superbike by many. A few years ago BMW moved away from using Brembo calipers to the American made Hayes caliper looking for improvements, along with a Nissin master cylinder. Now for the M bike Nissin calipers are used with zinc-nickel coated steel pistons that have added cooling features integrated into the calipers along with thicker disc rotors. How obvious was the change in this braking power when you first got on the M bike in Darwin?

Allerton: “Brakes have been something that’s been really difficult for us, especially at a track like Darwin or Winton, braking performance has been difficult. Fortunately we’ve, throughout those years, we’ve been able to get the right fluid and the right brake pads to help us in those situations. The biggest issue I’ve found that I had was the lever itself would feel stiff, and then it would feel soft and that consistency was never really there. But with this new bike, the lever feels nice and firm and it doesn’t seem to change throughout the entire race – you know we did two races and a qualifying session on the bike and the front brakes never felt like they were any different the entire time. It was that consistency of feel that as a rider you’re looking for, every time you grab the brake you want to have the same feeling and the same performance, and that was something we lacked on the old bike.”

NextGen BMW M 1000 RR – Image RbMotoLens

Trev: And the new swingarm linkage set-up on the M, that is designed for conventional suspension, did that offer a much more linear feel to the rear suspension in compared to the linkage on the normal bikes that was designed for the electronic suspension.

Allerton: “The other linkage that’s designed for the electronic suspension is very difficult to get the spring rate and pre-load and the damping in the right zone, where the bike works. In the racing environment.”

Trev: I understand that linkage setup for the electric setup simply works a conventional shock way too hard, because the travel is so much further… as it has to have that extra travel so the electronic suspension can cope and have time to make those adjustments throughout the stroke, but of course when you’re not running the electronic suspension it then overworks a conventional shock, until you got this new linkage.

Allerton: “You’re exactly right, it displaces a lot more fluid, the old design for the electronic suspension, I believe that’s so the electronic shock has more influence over the performance of the bike, but like you said, when you put a normal racing shock it’s difficult to get a good setting. This new linkage is almost the same as the older style linkage on the early bikes, so we just put a setting in. We had some help from Bitubo that we put a setting in that was similar to the old link, we didn’t touch the shock all weekend, we didn’t really have time, but the rear of the bike felt really good. When you can just put a setting in there that you know works and the spring preload that we ran and the spring rate, was all something we’ve used on the previous bike, the model before and it works just fine. It’s made it a lot easier for the race track that’s for sure.”

BMW M 1000 RR

Trev: I believe even the standard M engine was more impressive than the race peddled engines in the last gen BMW before?

Allerton: “The top end is unbelievable, I really don’t think we got to show the strength of the bike in the races, because we had some clutch issues, I managed to burn the clutch out on every start that we did, just being too aggressive with the lever. The bike, it’s hard to explain, it feels quite smooth down in the lower range rpm, but for top end power it just keeps pulling all the way down the straight which was really impressive. The engine on the bike just feels like an electric motor, it’s so linear and smooth.”

Spiralled CNC machined ports put a spin in the air before it even goes into the cylinder

Trev: So you’ve certainly taken to the system of the bike only fuelling the engine via two cylinders when banked over, before the remaining cylinders come into play when the IMU feels you pick the bike up off the side of the tyre, so just how soft does the bike lay that power down and just how much throttle control is still required on a superbike? At 8/10ths it must be a relative doddle compared to the pre-RbW Superbikes you rode, but when it comes to full 10/10ths race pace is throttle controle anywhere near as important as it once was? It seems all the gains to be made these days for a competitive lap time is on corner entry, and then for race distance fine tuning the suspension and your riding style around the limits of tyre longevity. Even with the short race distances in Australia that still seems to be quite critical.

Allerton: “It has changed a lot, but as a rider you’re always looking for that throttle connection and feeling to be something that’s hooked up to you, and the ability to push the motorcycle, right on the edge. Without the feeling that the throttle is in your hands, it’s very difficult to achieve that, you feel like there’s something not right and, for me, I always find that if something doesn’t feel right, it’s hard to push to that last tenth. The split throttle system that you’re talking about, where two cylinders are fuelling and the other two aren’t, it’s a little more complicated than the way you explained it. What’s happening is that the ECU is controlling two of the cylinders and my hand is controlling the other two cylinders, while the bank is banked over and it’s called split throttles. What that does – I feel – is it just changes the firing order and makes it feel like a twin cylinder, or the cross-plane crank feel that the Yamaha had, a very similar feel in the chain and the way that the chain pull works, and the firing into the rear tyre. It’s to try and produce grip, and it’s definitely picked up grip when we had those split throttles. They were a little difficult to use at first, as the throttle feel wasn’t there, but now BMW have got some updates where the throttle feel in your hand to the rear tyre is really close and that split throttle feature just seems to give the bike more forward drive, even if the tyre is spinning a little bit and the tyre is worn out, it still gives you grip and drives the bike forward. It definitely helps the longevity of the tyre, especially at the end of the race, I always feel like I’m making time up on the guys in front of me as I’ve got tyre life on my side. The technology has jumped forward and you kinda got to get your head around that there’s some systems in there that are designed to help you, but when you’re riding right on the edge, you still have to have that feel with the rear tyre and the throttle in your hand.”

Glenn Allerton at Hidden Valley – Image Half Light

Trev: Are you adjusting the traction control during the race?

Allerton: “I don’t personally, I can adjust the engine brake map, which is something we do when we practice and test and qualify to try and get the engine brake rolling into the corners about right, but once we get into the race situation we come up with two strategies. I’m able to adjust traction individually or just engine brake individually if I chose, but once we get into a race scenario, Shane and I pre-set two different maps, so we have Dry 1 and Dry 2. Dry 1 will be all-out power as fast as we can and maybe let the tyre spin quite a lot. Dry 2 will be a map featuring a little bit more traction control if the tyre is worn and we are looking for grip. When I’m in a race situation I’ll only toggle between Dry 1 and Dry 2 depending on how much grip I’ve got on the bike and if I need that extra bit of power, or trying to conserve the tyre.”

Glenn Allerton at Hidden Valley – Image Half Light

Trev: This week the Wakefield Park round that was scheduled for October was cancelled. Depending on how the plague pans out over the next couple of months, we still have three rounds scheduled to be run, two at Phillip Island and one at The Bend. We missed the originally scheduled season opener at Phillip Island, and Morgan Park was cancelled, but we have had three points-scoring rounds for Superbike so far this year. I am pretty sure I can remember some years where we had only five rounds of the Australian Superbike Championship in normal years, thus if we do get those three scheduled rounds that are remaining we could potentially still have a six-round championship. If however those rounds are unable to be held, do you think that the championship should still be awarded off the back of the three rounds that did get held?

Allerton: “It’s not really up to me to say whether it should or it shouldn’t, I feel like we’ve all had our chance to go out and have a shot at it, people argue for and against it. I guess it is what it is, last year it got cut short and we awarded championships to people. I feel like last year Wayne deserved to be the champion – he did ride really well and this year he is riding well again – it’s really sad to see that we’re not going to race at Wakefield as it’s one of my stronger tracks, I managed to get into the 56s there at the start of this year. Unfortunately I had an accident and hurt my neck that hampered me a bit, but with this new bike I’m confident we can go even faster again. So that’s a disappointment we aren’t going to Wakefield again, as it would be a strong round for us. I don’t like our chances of getting to South Australia, I just feel like it’s going to be too hard, to get all these New South Welshman through the border, as well as Queenslanders, I feel like that’s a optimistic race for us to think we are going to go and do. But it would be great to get at least two more, if we can get two more rounds in before the year is out and we can crown a champion and a top three out of that, it’d be really good and better than last year. Then we can move on, and hopefully have some normally moving into 2022.”

Glenn Allerton at Hidden Valley – Image Half Light

Trev: With the down-time in racing and general track and testing activity, what is Glenn Allerton keeping himself busy with right now?

Allerton: “I’ve actually kind of needed it, like the first Covid helped me with recovery, and I felt like I have gotten strong because of it. It’s no secret I’ve had a lot of injuries in the past 3-4 years,. I keep myself busy cycling and mountain biking, during this lockdown, but I am still allowed to run my business, doing the motorcycle suspension. The only downside is that the track is closed at Eastern Creek, and I’m normally at every track day helping punters out with their bikes, setting up their suspension to get them going and keep them safe so they can enjoy their track day. So it sucks we can’t be at the track, working in the track environment. I really miss the community of the track days and racing. I miss the community of bike racers. It’s just a good bunch of people, for me not much has changed really. I’m training a little bit more, and I’ve probably got a little bit less work than I had before, but I’ve still got work nonetheless. I’m just riding this thing out and waiting till 11 o’clock every day and unfortunately they’ve been going up and up and up lately. So I’m just looking forward to the day when the numbers come down and the restrictions release, and we can go back to some normality and bike racing.”

Glenn Allerton in Darwin – NextGen BMW M 1000 RR – Image Half Light

Trev: Hopefully I get to see you at a race track before this year is out, and perhaps have a beer with you at an after-party. Fingers crossed.

Allerton: “That’d be really awesome, I was hoping that after party was going to be at Wakefield Park after I win a couple of races, but it doesn’t look like it’s going to happen now, but it’ll be great to catch up at a race track soon.”

Allerton and NextGen BMW are fizzing at the potential of the new M 1000 RR – Image RbMotoLens

Source: MCNews.com.au

ASBK Insights – Road bike to race bike in 24 hours

2021 mi-bike Australian Superbike Championship

We had a chat with Shane Kinderis this morning after the NextGen BMW head honcho had just sent his latest acquisitions out on track at the opening practice session of the Hidden Valley round of the Australian Superbike Championship in Darwin. Shane picked up two new BMW M 1000 RR motorcycles in Darwin on Wednesday afternoon and has been burning the midnight oil ever since in a quest to prepare the bikes for competition this weekend. We spoke to him just after FP1, but before FP2 today.


Trev – Anecdotally, I have heard the wings on the bikes have made a dramatic difference to the confidence your riders had on the bikes when you previously tested the M bodywork on your current race bikes before actually getting an M bike. Has this surprised you? And them? 

A standard BMW M 1000 RR as it comes off the showroom floor

Yes. We have had some bodywork for a while and tested it at Wakefield and both Glenn and Lachy came in, I guess more confused than anything else, because where they expected the benefits to be there wasn’t, but where they weren’t expecting it, there was. Mostly under braking, the bike is so much more stable under brakes, it really grounds the bike I guess would be the best way describe it. While at high speed their first comments were that it made it harder to change direction, the bike sort of wanting to resist, which is once again, not what we expected. They definitely do something, and that was on the old bikes, we actually had to put 10 mm more pre-load on the front forks to get them off the bottom under brakes, obviously we would get to changing spring rates etc. but when we were just trying the bodywork out for the first time, we literally just ran the fairings for one session at Wakefield to see what they did, and yeah, we were very surprised.”

NextGen BMW M 1000 RR being prepped in the pits in Darwin on Friday morning – Image RbMotoLens

Trev – And I know we have been across this before in previous chats, but just again for our readers can you again explain the advantages the rear suspension linkage has on the M model, compared to the linkage designed for the much longer travel stroke of the Marzocchi electronic Dynamic Damping Control shock on the other S 1000 RR models?

So basically the new M has a more, I guess a known rate, your normal 2:1 linkage ratio, which means you don’t have the shaft speeds that you do with the other linkage which works the poor (race) shock so hard that it just overheats it, as with the linkage designed for the electronic shock it works our conventional race shocks twice as far as it should. But with the M we gain more benefits than that, it’s just not the linkage, the swing-arm is different, the back of the frame is different, the linkage ratio is actually adjustable also. It is quite a complex mechanism in the back linkage now.”

BMW M 1000 RR

Trev – And have you been working with and taking advantage of the ShiftCam technology by changing the phasing of the cams at all in race trim? As standard the cams change over at 9000 rpm. 

ShiftCam is used in our race package, we would never remove it. They remove it in British Superbike because the spec’ ECU used in that series doesn’t have the capability to drive it, but for sure we are using ShiftCam.”

Trev – As for the independent control of the throttle bodies in pairs. For the uninitiated this essentially enables tuners to smooth out the power delivery at major lean angles by feeding one pair of cylinders more air-fuel mixture to increase drive, before then progressively adding more power by bringing in the remaining two cylinders at a different rate as lean angle lessens and grip increases.   Riders can also toggle this functionality on or off while on track.  Have you been working with this functionality during testing Shane? It must almost be a time black-hole development wise, if you really want to use this feature to its maximum extent?

To be honest, since the latest software update, we haven’t touched it, we are just using it ‘as supplied’. We have put the same software package in the new M bikes we have just got, but we had to change the internal firmware of the ECU, because these bikes generate so much more power, there are different torque numbers etc. used in the calculations, to make it all work, even though the ECU is the same, we have had to put the firmware version in it that is specific to the M.”

BMW M 1000 RR

Trev – Are Glenn and Lachlan changing their power delivery or traction control maps on the fly during race conditions, as the tyres go away later on in the race? 

Yes, always, always.

Trev – Is the launch control good enough now for the racers to use all of the time? Again, for the uninitiated, the launch control on even a standard S 1000 RR can be programmed for rider weight and whether the launch will be on a slight incline or decline, for the ECU to work out how best to launch the bike and feed the power in. 

We have never not used it, since the newer bikes came along, generally Glenn and Lachlan always gain places on every start, we used to get poor starts, but since the bikes got launch control I don’t think we have ever gone into turn one a position lower down than what we had qualified.”

Trev – A few years ago BMW moved away from using Brembo calipers to the American made Hayes caliper, along with a Nissin master cylinder. Now for the M bike Nissin calipers are used with zinc-nickel coated steel pistons with added cooling features integrated into the calipers and thicker disc rotors. This might be a significant step forward, have the boys mentioned anything about the bikes this morning?

NextGen BMW M 1000 RR – Image RbMotoLens

Their first comments were wow.. obviously Glenn is one of the hardest brakers in the championship, and he came in and said heading to turn one he had to let go of the brakes and get on the throttle again. Up until now we have used the same GaleSpeed master cylinder that we used on the previous bikes, so literally the only difference this morning was the Nissin caliper and they both said ‘holy’, ‘just unbelievable.’”

BMW M 1000 RR uses different calipers made by Nissin

Trev – You going to be running the carbon rims that come standard on the M?

Funny story… The carbon wheels, the M has different wheels, nobody told us, so we only have one set of wheels for each bike for the weekend. We were unaware they were different.”

NextGen BMW M 1000 RR – Image RbMotoLens

Trev – Different how?

Because of the under-slung rear caliper, the rear disc rotor sits out about 40 mm wider. It is actually outside of the line of the wheel. That said it is proper World Endurance stuff it drops straight in. I would have thought that they would simply produce some sort of adaptor for the disc and use the same carbon rims as are available for the other S 1000 RR models, as I wouldn’t imagine they would engineer a whole new carbon rim design, but they have.”

Quite a few valve-train changes for M 1000 RR

Trev – BMW claim 212 horsepower (5 up from S 100 RR) at 14,500 rpm stock from the M 1000 RR. 113 Nm at 11,000 rpm and an increased rev-limit to 15,100 rpm. The M engine has lighter but stronger Mahle two-ring pistons (each piston is 12 grams lighter), tweaked combustion chambers, new camshafts with more lift and an increased compression ratio to 13.5:1 (from 13.3), along with longer and lighter shot-peened Pankl titanium (S 1000 RR uses tempered steel) rods. Fully machined intake ports, even smaller and lighter rocker arms (width reduced from 8 mm to 6.5 mm – weight reduction of six per cent) and various other small tweaks.  Are you using the stock M engines this weekend or are you putting the engines out of your current race-bikes into the M bikes this weekend until you get the engines in the M machines run in and prepped? 

BMW provided dyno charts comparing S 1000 RR and M 1000 RR

Both boys just came in smiling after that first session, going ‘crikey’ it’s fast. And that was just after getting off the previous race bike on to this new standard M model and they were pulling another gear down the straight.

“One of the main objectives of the M is the engine. Obviously, I am a well-seasoned engine builder but check out the photo I took on my phone of the CNC ports last night.

Purdy ports

They are spiralled CNC ports, so they put a spin in the air before it even goes into the port, which can only really be done with CNC machining, they are an unbelievably magnificent piece of equipment, I am seriousy impressed.

“Air-box is completely different, the variable intake trumpet mechanisms are different, and we’ve got another 1000 rpm with the titanium con-roads and all that. Both boys just came in and they were literally both gobsmacked at how much faster the bike was, how much quicker it accelerates.

“The engine changes are significant, cylinder head different, rods are different, pistons are different, two-ring pistons not three. They are claiming five more horsepower difference, but I have never seen with all these changes, CNC head etc. and all the other bits and pieces make only five horsepower. 

“Lachlan come in and said he was behind Oli and caught him and could have passed him, the first time he has been able to draft the V4 Ducati.

Trev – The chassis geometry is also quite markedly different on the M bikes. Steering head angle and fork offset are different, the swingarm is a significant 12 mm longer and you now have more adjustments available in regards to pivot point. The front-rear balance of the standard M bike is also quite different with less weight on the front end (52.1 per cent on the M compared to 53.8 per cent on the R). With all those changes, suspension and set-up wise, you seem to be essentially starting from scratch this weekend despite the limited practice time available. So with this in mind I have to ask, are you mad? 

Completely. “Absolutely and completely. I cannot thank our guys enough for what we have done. We had two road bikes at 3pm Wednesday, and we haven’t had much sleep since then.”

Glenn Allerton shaking down the new M 1000 RR at Hidden Valley today in ASBK Free Practice – Image RbMotoLens

BMW Motorrad WorldSBK Video on the M 1000 RR


ASBK Hidden Valley Schedule

Friday, 18 June
10:25am – Practice 1 (40 min) FOX Sports
2:20pm – Practice 2 (30 min) FOX Sports

Saturday, 19 June
10:15am – Qualifying 1 (20 min) FOX Sports
10:40am – Qualifying 2 (15 min) FOX Sports
2:05pm – Race 1 (16 laps) FOX Sports/Channel 7

Sunday, 20 June
10:50am – Race 2 (16 laps) FOX Sports
2:05pm – Race 3 (16 laps) FOX Sports/Channel 7


2021 ASBK Championship Calendar (Updated)

  • Round 1 Phillip Island Grand Prix Circuit, VIC February 18-21 Cancelled
  • Round 2 Winton Motor Raceway, Benalla, VIC March 12-14
  • Round 3 Wakefield Park Raceway, Goulburn, NSW April 16-18
  • Round 4 Hidden Valley Raceway, NT – Supercars 2+4 (Superbikes only) June 18-20
  • Round 5 Morgan Park Raceway, QLD August 20-22
  • Round 6 The Bend Motorsport Park, Tailem Bend, SA September 23-26
  • Round 7 Wakefield Park Raceway, Goulburn, NSW October 15 – 17 *
  • Round 8 Phillip Island Grand Prix Circuit, VIC November 5-7 *

Alpinestars Superbike Championship Standings

Pos Rider Total
1 Wayne MAXWELL 91
2 Troy HERFOSS 81
3 Mike JONES 74
4 Cru HALLIDAY 65
5 Glenn ALLERTON 64
6 Bryan STARING 54
7 Jed METCHER 47
8 Arthur SISSIS 46
9 Oli BAYLISS 45
10 Matt WALTERS 42
11 Lachlan EPIS 36
12 Josh WATERS 27
13 Anthony WEST 24
14 Michael EDWARDS 22
15 Mark CHIODO 22
16 Yannis SHAW 21
17 Nathan SPITERI 20
18 Luke JHONSTON 17
19 Aiden WAGNER 15
20 Aaron MORRIS 14
21 Philip CZAJ 10
22 Hamish McMURRAY 4
23 Sash SAVIN 3

Darwin ASBK Entry List

  • #1 Wayne Maxwell – Ducati
  • #2 Mark Chido – Yamaha
  • #3 Jed Metcher – Yamaha
  • #12 Matt Walters – Kawasaki
  • #13 Anthony West – Yamaha
  • #14 Glenn Allerton – BMW
  • #16 Luke Jhonston – Yamaha
  • #17 Troy Herfoss – Honda
  • #21 Josh Waters – Kawasaki
  • #25 Daniel Falzon – Yamaha
  • #28 Aiden Wagner – Yamaha
  • #32 Oli Bayliss – Ducati
  • #37 Michael Edwards – Yamaha
  • #46 Mike Jones – Ducati
  • #51 Corey Turner – Yamaha
  • #61 Arthur Sissis – Yamaha
  • #65 Cru Halliday – Yamaha
  • #67 Bryan Staring – Kawasaki
  • #83 Lachlan Epis – BMW
  • #92 Jack Davis – BMW
  • #333 Yanni Shaw – Suzuki

Source: MCNews.com.au