2020 - 2021 BMW S 1000 RR - story fullscreen Fullscreen

2020 - 2021 BMW S 1000 RR

It has more of the goods that made the previous generations such a hit

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The Bayerische Motoren Werke led off its 2020 lineup with a new version of its race-tastic S 1000 RR. As usual for BMW, items that were optional equipment previously are now part of the standard equipment package. I’m talking about such features as all-around LED lighting, lean-sensitive ABS, and an adjustable clutch lever, just to name a few. The 999 cc powerplant shed some weight and took on the ShiftCam technology to deepen the torque well a bit and pick up a few ponies in the process. In short, Beemer’s new street-legal racebike comes to the table with more of the goods that made the previous generations such a hit.

  • 2020 - 2021 BMW S 1000 RR
  • Year:
    2020- 2021
  • Make:
  • Model:
  • Engine:
    inline-4
  • Displacement:
    999 cc
  • Top Speed:
    188 mph (Est.)
  • Price:
    16995
  • Price:

BMW S 1000 RR Design

  • Track ready
  • 6.5-inch TFT display
  • Turn signals, brake lights, and tail lights integrated into the tail unit
  • LED lighting
2020 - 2021 BMW S 1000 RR
- image 837632
2020 - 2021 BMW S 1000 RR
- image 837633
Beemer spent some time in the windtunnel to give the third-generation S 1000 RR optimized aerodynamics and low-drag penetration to help you get the most out of the upgraded mill.

Beemer spent some time in the windtunnel to give the third-generation S 1000 RR a new fairing/cowling design with optimized aerodynamics and low-drag penetration to help you get the most out of the upgraded mill. The new body cladding and other weight-saving measures deliver a 434-pound wet weight – down from 459-pounds last year — and if you opt for the race-tastic “M” package that rotates the stock wheels out in favor of carbon-fiber rims, that drops another 7.7-pounds from the overall curb weight.

A minimal front fender rocks a pair of vents that further lighten the unsprung load to keep the forks supple and responsive and the front contact patch firmly planted. Dual headlights ride in squinted recesses in the front fairing, and new for last year, the headlights and front turn signals all use LED technology.

To make it easy to set up for track days, the factory integrated the blinkers and the mirrors so both can be shed at once. Clip-on bars encourage an aggressive riding posture, and underneath the clear bubble screen you’ll find a 6.5-inch color TFT screen that handles all the instrumentation and acts as an interface for the ride-quality electronics. The fairing forms a full cowling scoop with cheeks that extend back past the 4.4-gallon fuel tank to the pilot’s saddle. A solo seat is the default configuration, but if you want to share the fun with a friend, you can opt for the pillion-pad and passenger footpegs for no extra charge.

The standard seat rides 32.4-inches off the ground, but if you spring for the race-tastic M package, you’ll be able to choose from a trio of seats that range from 32-inches to 33.4-inches high so you can dial it in right where you want it.

An upswept subframe gives the “RR” a nose-down/tail-up attitude, and the rear end is easy to clean up for racing with a composite brake/turn/tail lights combined on a short mudguard along with the license plate for easy removal as a unit. Much of the spray control falls to the swingarm-mount hugger anyway.

BMW S 1000 RR Chassis

  • Fully adjustable suspension
  • Lightweight frame
  • Corner-sensitive, BMW Motorrad Race ABS
  • Hill Start Control
2020 - 2021 BMW S 1000 RR
- image 837641
2020 - 2021 BMW S 1000 RR
- image 837634
2020 - 2021 BMW S 1000 RR
- image 837638
Even more flickable than the previous model and with a greater feeling of control.

A composite-aluminum bridge-type frame on the S 1000 RR provides the main structure. In a weight-saving measure, it uses the engine as a stressed unit to eliminate some of the frame tubing. Out back, a WSBK-inspired, yoke-style aluminum swingarm completes the standing rigging with a full-floater pro monoshock with the trinity of adjustments. Up front, a 45 mm usd fork comes with the same level of manual adjustability, but if you want that fancy automatically-adjustable suspension, you’ll have to spring for it as part of an optional racing-gear package.

A corner-sensitive, BMW Motorrad Race ABS feature does make it onto the standard equipment package to give the brakes a trio of preset response profiles plus an “Off” setting that lets you disable it in its entirety. Dual, four-pot, opposed-piston calipers bite 320 mm discs up front opposite a 220 mm disc and single-pot anchor to handle the braking duties, and that’s no mean feat ’cause this machine has the potential to develop considerable energy.

Cast-aluminum rims come stock with a 120/70-17 and 190/55-17 on the front and rear respectively, and of course, the rubber has a ZR rating that’ll handle any kind of speed or corners you care to throw at it. On top of the ABS feature, the brakes also come stock with a Hill Start Control that holds the rear brake for you so you can deploy both feet to the ground for stability during take-offs on a grade.

Frame: Aluminum composite bridge frame, partially self-supporting engine
Front Suspension/Travel: Upside-down telescopic fork Ø 45 mm, compression and rebound stage adjustable, adjustable preload/ 4.7” (120 mm)
Rear Suspension/Travel: "WSBK" Aluminum swing arm, full floater pro, compression and rebound damping adjustable, adjustable preload/ 4.6” (117 mm)
Rake: 23.5°
Trail: 3.7” (93.9 mm)
Steering head angle: 66.5°
Wheels: Aluminum cast wheels
Rim, front: 3.50 x 17"
Rim, rear: 6.00 x 17"
Tire, front: 120/70 ZR 17
Tire, rear: 190/55 ZR 17
Brake, front: Dual 320 mm floating disc brakes, 4-piston fixed calipers
Brake, rear: Single 220 mm disc brake, single piston floating caliper
ABS: BMW Motorrad Race ABS (partly-integral) with selectable modes; can be switched off. ABS Pro settings for “Rain,” “Road,” “Dynamic” modes, but no ABS Pro in “Race” mode.

BMW S 1000 RR Drivetrain

  • Redesigned 999 cc inline-four engine
  • 205 horsepower and 83 lb-ft of torque
  • Four ride modes with optional Ride Modes Pro
  • Adjustable hand levers
2020 - 2021 BMW S 1000 RR
- image 837646
2020 - 2021 BMW S 1000 RR
- image 837640
2020 - 2021 BMW S 1000 RR
- image 837635
It has more horsepower and a more refined auto-blip and quick-shifter.

Power for the S 1000 RR comes from a spruced-up inline-four plant that puts out a whopping 205 horsepower at 13,000 rpm – five more ponies than last year – and 83 pound-feet of grunt at 11,000 rpm. An 80 mm bore and 49.7 mm stroke keeps displacement just below a liter at 999 cc and gives the mill a 13.3-to-1 compression ratio. Yeah, it’s sizzlin’ hot, but at the end of the day that power has to come from somewhere, right?

The jugs are capped by a 16-valve head that rocks a quartet of hollow-drilled titanium valves per bore with DOHC actuation. The system uses Beemer’s ShiftCam feature that rotates the intake cam relative to its drive to broaden the torque band. A ride-by-wire throttle-control system sends the signal from your wrist to the engine control with a number of modifiers that include four Ride Modes as part of the standard equipment, and if you’re really into track work, the Ride Modes Pro delivers a trio of profiles that combine throttle control, wheelie- and traction-control and ABS for easy one-click setup changes.

Power flows through an oil-bathed slipper clutch that makes for a lighter clutch-lever pull. It also prevents excessive backtorque from building up in the drivetrain which would otherwise endanger the rear contact patch. This combination of gadgetry and engineering will drive the new S 1000 RR to speeds of 125 mph or better according to the factory, and 188 mph (est) word on the street.

Engine: Liquid cooled, 4-stroke in-line 4-cylinder engine, four titanium valves per cylinder, double overhead camshafts, wet sump lubrication, BMW ShiftCam
Bore x Stroke: 80 mm x 49.7 mm
Displacement: 999 cc
Rated Output: 205 hp (151 kW) at 13,000 rpm
Max. Torque: 83 lb-ft (113 Nm) at 11,000 rpm
Compression ratio: 13.3:1
Mixture Control / Engine Management: Electronic fuel injection with ride-by-wire throttle system, variable intake, and knock sensor
Emission Control: Closed-loop 3-way catalytic converter, emission standard EU-4
Clutch: Multi-disc clutch in oil bath, anti-hopping clutch, mechanically operated, integrally-reinforced
Gearbox: Constant-mesh 6-speed gearbox with straight cut gears
Drive: Chain 525 17/45

BMW S 1000 RR Pricing

2020 - 2021 BMW S 1000 RR
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2020 - 2021 BMW S 1000 RR
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2020 - 2021 BMW S 1000 RR
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MSRP starts at $17k and depending on which option package you choose, may end up at $21k.

MSRP starts at $16,995. It can be had in Black Storm Metallic, Hockenheim Silver Metallic, or a Light White/Racing Red/Racing Blue Metallic livery, depending on which style pack you choose.

Standard Features: 4 Ride Modes (Rain/Sport/Dynamic/Race), ABS Pro, Adjustable Clutch Lever, Adjustable Hand Brake Lever, Adjustable Rear Suspension Preload/Compression/Rebound Damping, Aluminum Fuel Tank, Anti-Hopping Clutch, Cast Aluminum Wheels, Connectivity with TFT Display, Detachable License Plate Bracket, Drop Sensor, DTC (Dynamic Traction Control), Electronic Immobilizer, Gear Shift Assist Pro, Hill Start Control, Info Flat Screen, Integral Race ABS (Disengageable), LED Headlight with Style Element, LED Tail Light, LED Turn Signals, Multi-Controller, Multifunction Display, On-Board Computer, Radial Front Brakes, Ready for GP Gear Shift Pattern, ShiftCam (Variable Camshaft Control), Single Seat, Steering Damper, Tachometer, Torque Control Assist, Upside-Down Forks with Adjustable Preload/Compression/Rebound Damping
Colors:
└ 2020: Racing Red, Light White/Racing Red/Racing Blue Metallic
└ 2021: Black Storm Metallic, Light White/Racing Red/Racing Blue Metallic, Hockenheim Silver Metallic
Price: $16,995

BMW S 1000 RR Competitors

2017 - 2019 Ducati 1299 Panigale R FE
- image 829691
2020 - 2021 BMW S 1000 RR
- image 837650
It's the typical power trade-off between an inline-four and a 90-degree V-twin, but the difference will barely register on the old heinie-dyno.

There’s no shortage of road-legal racebikes out there, so while I have plenty of choices for my head-to-head with the S 10000 RR, I’d like to focus on just one competitor. The Ducati 1299 Panigale R Final Edition fits the bill quite nicely.

Ducati 1299 Panigale R Final Edition

2017 - 2019 Ducati 1299 Panigale R FE
- image 836908

Built as a tribute piece, the Panigale brings top-shelf performance to the table with an undeniably race-tastic finish and a look that seems to say “serious business” right out of the box. Like the BMW, the Duc carries itself with a nose-down/tail-up attitude that integrates rider and machine through the deep swale between tank and tail, and it comes stock as a solo ride with no consideration for potential passengers. Honestly, I wouldn’t want to be a passenger on the back of either one, ’cause it takes a certain type to even want one of these, and I don’t know any that I would trust to not try to scare the crap outta’ me.

The stems are a wash with the full spectrum of adjustability across the range, as are the brakes since Ducati rolls with cornering ABS as part of the stock package, and if you’re into electronic/automatic suspension adjustments, Ducati offers it as an option.

As for the engine, the Panigale carries the end of the L-Twin racing mills with a total of 1,285 cc and an output of 209.4 horsepower and 104.7 pound-feet of torque against 205/83 from the Beemer. Yeah, it’s the typical power trade-off between an inline-four and a 90-degree V-twin, but the difference will barely register on the old heinie-dyno. Beemer scores big at the checkout against the $39,000 sticker on the Panigale. That’s a huge price offset that’ll put the S 1000 RR well within the reach of the masses.

Read our full review of the Ducati 1299 Panigale R Final Edition.

He Said

“As with all these street/racebikes, I admire it from afar, but I’d never put money down on one. If the bike didn’t kill me, my wife certainly would. It’s interesting how early in the season it is and we’re already seeing next year’s models. No doubt it’s a marketing strategy, but we’ll have to wait and see how it plays out as the rest of the field trots out their new models.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “New new all around. New engine, new chassis, updated electronics suite with some refinements borrowed from the HP4 Race. BMW is making improvements in its auto-blip and quick-shifter technology, so you can expect a more refined ride than you had before. Saying this is flickable is like saying the sky is blue. Of course it is flickable, but it’s more so than the previous gen. Everything you loved about the old S 1000 RR is better/faster/smoother in this new incarnation.

BMW S 1000 RR Specifications

Engine & Drivetrain:
Engine: Liquid cooled, 4-stroke in-line 4-cylinder engine, four titanium valves per cylinder, double overhead camshafts, wet sump lubrication, BMW ShiftCam
Bore x Stroke: 80 mm x 49.7 mm
Displacement: 999 cc
Rated Output: 205 hp (151 kW) at 13,000 rpm
Max. Torque: 83 lb-ft (113 Nm) at 11,000 rpm
Compression ratio: 13.3:1
Mixture Control / Engine Management: Electronic fuel injection with ride-by-wire throttle system, variable intake, and knock sensor
Emission Control: Closed-loop 3-way catalytic converter, emission standard EU-4
Clutch: Multi-disc clutch in oil bath, anti-hopping clutch, mechanically operated, integrally-reinforced
Gearbox: Constant-mesh 6-speed gearbox with straight cut gears
Drive: Chain 525 17/45
Chassis:
Frame: Aluminum composite bridge frame, partially self-supporting engine
Front Suspension/Travel: Upside-down telescopic fork Ø 45 mm, compression and rebound stage adjustable, adjustable preload/ 4.7” (120 mm)
Rear Suspension/Travel: "WSBK" Aluminum swing arm, full floater pro, compression and rebound damping adjustable, adjustable preload/ 4.6” (117 mm)
Rake: 23.5°
Trail: 3.7” (93.9 mm)
Steering head angle: 66.5°
Wheels: Aluminum cast wheels
Rim, front: 3.50 x 17"
Rim, rear: 6.00 x 17"
Tire, front: 120/70 ZR 17
Tire, rear: 190/55 ZR 17
Brake, front: Dual 320 mm floating disc brakes, 4-piston fixed calipers
Brake, rear: Single 220 mm disc brake, single piston floating caliper
ABS: BMW Motorrad Race ABS (partly-integral) with selectable modes; can be switched off. ABS Pro settings for “Rain,” “Road,” “Dynamic” modes, but no ABS Pro in “Race” mode.
Dimensions & Capacities:
Length: 81.6" (2,073 mm)
Width (incl. mirrors): 33.4" (848 mm)
Height (excl. mirrors): 45.3" (1,151 mm)
Wheelbase: 56.7” (1,441 mm)
Seat Height, Unladen: Standard Seat: 32.4"
Inner Leg Curve, Unladen: weight Standard Seat: 71.9ʺ
Curb Weight: Standard: 434 lbs (197 kg), M Package: 427 lbs (193.5 kg) 1)
Permitted total weight: 895 lbs (407 kg)
Payload (With Standard Equipment): 463 lbs (210 kg)
Fuel Consumption: 37 mpg (WMTC)
Fuel Capacity: 4.4 gal (16.5 l), approx. 1 gal (4 l) reserve
Top speed: 188 mph (est)
Electrical system:
Alternator: Three-phase 450 W Generator
Battery: 12 V / 8 Ah, maintenance-free
Details:
Standard Features: 4 Ride Modes (Rain/Sport/Dynamic/Race), ABS Pro, Adjustable Clutch Lever, Adjustable Hand Brake Lever, Adjustable Rear Suspension Preload/Compression/Rebound Damping, Aluminum Fuel Tank, Anti-Hopping Clutch, Cast Aluminum Wheels, Connectivity with TFT Display, Detachable License Plate Bracket, Drop Sensor, DTC (Dynamic Traction Control), Electronic Immobilizer, Gear Shift Assist Pro, Hill Start Control, Info Flat Screen, Integral Race ABS (Disengageable), LED Headlight with Style Element, LED Tail Light, LED Turn Signals, Multi-Controller, Multifunction Display, On-Board Computer, Radial Front Brakes, Ready for GP Gear Shift Pattern, ShiftCam (Variable Camshaft Control), Single Seat, Steering Damper, Tachometer, Torque Control Assist, Upside-Down Forks with Adjustable Preload/Compression/Rebound Damping
Colors:
└ 2020: Racing Red, Light White/Racing Red/Racing Blue Metallic
└ 2021: Black Storm Metallic, Light White/Racing Red/Racing Blue Metallic, Hockenheim Silver Metallic
Price: $16,995

Further Reading

BMW Motorrad

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Read more BMW news.

TJ Hinton
TJ Hinton
T.J got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn't discriminate against any particular brand or region of origin. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I.  Read full bio
About the author

All images featured on this website are copyrighted to their respective rightful owners. No infringement is intended. Image Source: bmwmotorcycles,com, ducati.com

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