Zarco heads Bagnaia, Marquez fourth, Quartararo fifth as Aprilia look to move forward
Friday, 30 September 2022
After two sessions back in business in Buriram, it’s incredibly close at the top at the OR Thailand Grand Prix. Johann Zarco (Prima Pramac Racing) just took it by 0.018, with Championship challenger Francesco Bagnaia (Ducati Lenovo Team) the rider just denied the top spot but taking second. Jorge Martin completed an all-Ducati top three, and made it both Pramacs in the upper echelons.
World Championship leader Fabio Quartararo (Monster Energy Yamaha MotoGP™) had a solid day on the timesheets in fifth, right behind one rider with a little fighting talk on Friday: Marc Marquez (Repsol Honda Team). The number 93 rated his chances of a podium highly if we raced on Day 1, and was fastest in FP1 despite a slide off. Quartararo and Marquez both set their best laps in FP1, too.
On the other side of the coin, both the riders third and fourth in the standings are currently heading for Q1 and outside the top ten. Aleix Espargaro (Aprilia Racing) was 13th and teammate Maverick Viñales 15th as the new RS-GP tackles Thailand for the first time, and Enea Bastianini (Gresini Racing MotoGP™) was 11th on Friday – missing out by just 0.025.
While it rained on and off during Friday, the track was well and truly dry for MotoGP™ FP2. That gave competitors the opportunity to work on their race pace and while Alex Rins (Team Suzuki Ecstar) was top for the session on a 1:31.088 with 10 minutes to go, there still had been no change to the combined top 10. That would change once the time attacks started, but even then, only half the 24-strong field improved on their FP1 pace. Martin was first to shift the benchmark, then Bagnaia and finally Zarco.
Japanese GP winner Jack Miller (Ducati Lenovo Team) is sixth-fastest overall. He was frustrated with himself at a mistake while going underneath Tetsuta Nagashima (LCR Honda Idemitsu) in the closing minutes, but his FP1 effort was good enough to provisionally book a spot in Q2. Luca Marini (Mooney VR46 Racing Team) took seventh on combined times, ahead of Miguel Oliveira (Red Bull KTM Factory Racing), Rins, and a much improved Friday position for Franco Morbidelli (Monster Energy Yamaha MotoGP™).
Cal Crutchlow (WithU Yamaha RNF MotoGP™ Team) was one crasher at Turn 7, and that also triggered a relatively long yellow flag in Sector 3 near the end of FP2, affecting some. Crutchlow walked away in some pain after losing the rear and being flicked from his YZR-M1 in what was his second crash of the session, but rider given the all clear at the Medical Centre. Also hitting the floor during the afternoon were Marco Bezzecchi (Mooney VR46 Racing Team) at Turn 3, Fabio Di Giannantonio (Gresini Racing MotoGP™) also at Turn 3 in a separate incident, and Darryn Binder (WithU Yamaha RNF MotoGP™ Team) at Turn 7 – riders okay.
Now we wait to see what the weather gods have in store on Saturday morning, with Bastianini and Aleix Espargaro among those hoping for dry weather again. Tune in to FP3 from 10:50 (GMT +7), before qualifying from 15:05!
Dixon and Lopez lead the way early doors
The two pull clear of Fernandez and Chantra on Friday, with Ogura seventh
Inde GASGAS Aspar Team’s Jake Dixon is the rider to beat after Friday’s running at the OR Thailand Grand Prix. His 1:36.280 puts him 0.173 clear of Alonso Lopez (Beta Tools Speed Up), with World Championship leader Augusto Fernandez (Red Bull KTM Ajo) third quickest despite a late spill. Japanese GP winner Ai Ogura (Idemitsu Honda Team Asia) finished seventh and, in the event of rain on Saturday morning, he too is safely through to Q2.
Fernandez topped FP1 before all but three riders improved in the afternoon, and Dixon took to the top. Lopez also improved after a technical problem in FP1, and Fernandez crashed late in the session, but rider ok and still third overall. Home hero Somkiat Chantra (Idemitsu Honda Team Asia) dusted himself off from an early crash to up the pace and end the day fourth.
Pedro Acosta (Red Bull KTM Ajo) takes fifth ahead of Tony Arbolino (Elf Marc VDS Racing Team), with Ogura on a 1:36.725 in P7. Rounding out the top 10 were Jorge Navarro (Flexbox HP40), Jeremy Alcoba (Liqui Moly Intact GP), and Fermin Aldeguer (Beta Tools Speed Up). Filip Salac (Gresini Racing Moto2™) is provisionally into Q2 also despite a spill at Turn 3 with five minutes to go, ahead of Albert Arenas (Inde GASGAS Aspar Team), Joe Roberts (Italtrans Racing Team), and Cameron Beaubier (American Racing).
Aron Canet (Flexbox HP40), however, is outside the top 14 after a second crash of the day when he lost the front at Turn 12. The Spaniard is 16th as it stands.
See if the rain comes or stays away on Sunday, with the last push for direct Q2 spots in FP3 taking place on Saturday at 09:55 (GMT +7) before qualifying 13:30!
Sasaki and Suzuki destroy the field on Friday
The two Japanese riders end the day more than six tenths clear of the rest as action gets back underway at Buriram
After a damp start, Ayumu Sasaki capitalised in FP2 for Moto3™ and set a 1:43.503 to head the eidl ahead of compatriot Tatsuki Suzuki (Leopard Racing) on a 1:43.694. The duo were together over sixth tenths clear of the rest, with Riccardo Rossi (SIC58 Squadra Corse) leading that rest in third on a 1:44.330.
World Championship leader and Motegi winner Izan Guevara was seventh, six positions ahead of fellow Gaviota GASGAS Aspar Team rider – and nearest rival for the title – Sergio Garcia.
Moto3™ was the only class which had not enjoyed any dry running on Friday morning, but halfway through FP2 the sun then made a cameo and the lap times began to tumble.
Suzuki looked like getting the sweep of the Friday sessions – a wet one and a dry one (eventually) – when he set a 1:43.694 in the last two minutes before the chequered flag.But Sasaki struck late to end the day 0.191 seconds clear of the Leopard Honda rider and 0.827 seconds up on Rossi.
Red Bull KTM Ajo teammates Daniel Holgado and Jaume Masia rounded out the top five, while Red Bull KTM Tech3’s Deniz Öncü was a commendable sixth as he grits his teeth with an injured finger after his highside in Warm Up five days ago at Motegi.
With the possibility of rain on Saturday morning, it was important for Guevara to make the top 14 cut-off for Q2 by claiming seventh on a 1:44.570. Ivan Ortola (Angeluss MTA Team), Dennis Foggia (Leopard Racing), and Scott Ogden (VisionTrack Racing Team) completed the top 10, ahead of Kaito Toba (CIP Green Power), Andrea Migno (Rivacold Snipers) and Garcia.
Xavier Artigas (CFMoto Racing PruestelGP) just 0.004 seconds slower in 14th, and Diogo Moreira (MT Helmets – MSI) missing out by only 0.007 seconds. Also outside the top 14 for now is John McPhee (Sterilgarda Husqvarna Max) in 16th.
What will the weather throw at the Moto3™ riders next? FP3 takes place on Saturday from 09:00 (GMT +7), before qualifying from 12:35.
Thursday Talking Points: quotes from Quartararo, Bagnaia, Aleix Espargaro, Bastianini, Miller, Brad Binder and Marc Marquez
Thursday, 29 September 2022
Reset, reload and race! The paddock has touched down in Thailand and we’re back underway at Buriram, with Thursday kicking us off with the customary media day.
Two Press Conferences saw us hear from Championship hopefuls and recent headline-stealers, with the first sitting Championship leader Fabio Quartararo (Monster Energy Yamaha MotoGP™) down alongside Francesco Bagnaia (Ducati Lenovo Team), Aleix Espargaro (Aprilia Racing) and Enea Bastianini (Gresini Racing MotoGP™). Then it was over to Jack Miller (Ducati Lenovo Team), Brad Binder (Red Bull KTM Factory Racing) and Marc Marquez (Repsol Honda Team) to hear their thoughts ahead of the OR Thailand Grand Prix.
Here are some key quotes!
QUOTES
FABIO QUARTARARO
What are your feelings ahead of the weekend?
“Japan was a little bit of a frustrating race. Of course, I couldn’t make any overtakes. Our pace was quite good but we were really stuck. In this track, I think we can manage to get a great result in any case. Rain or dry, I think we can get a great result. Of course, the first and second sector is going to be tough for us, but I’m ready to fight for it.”
Where can you make the time up on the Yamaha?
“I can make the time everywhere. I mean, I have to do it. Especially braking zones, I feel we are quite strong, especially with the new chassis, on the dry. On the wet, let’s see. I think in Motegi I was riding too aggressive and it was not working. Especially on the wet, you need to be really smooth and that was not our case.”
Do you have memories of what Buriram was like in the one wet session of 2019?
“Well, I don’t even remember that we had the wet session, and I think it was not even full wet… [Sees vision] Yeah, I mean for sure, we have to do our best and try to find our pace like we did in Motegi. The first laps were good, but just we didn’t make it in qualifying, so let’s see how we manage.”
Is there anything you can do with the bike to make the overtaking situation better?
“Well, nothing we can do. We have the same bike as the beginning of the year. We managed to get a different chassis lately, but it’s not a massive change, so in the end, we cannot do many things. Next year will be more fun for us – we have more engine performance – and I think they are doing more evolutions, so next year we will have maybe more possibilities.”
FRANCESCO BAGNAIA
How do you feel about last weekend’s crash, is it playing on your mind?
“I’m still thinking and analysing everything. We have to understand why I was struggling on acceleration and why I was losing time to other bikes. I got stuck behind Pol Espargaro for a lot of laps and it was impossible to overtake him so we had to understand that and maybe this weekend we’ll find something that will help us. In any case, the weekend had been quite strange for the conditions, for everything, for being on wet I was struggling so much when in the past I was competitive so we have to understand.”
(From left) Enea Bastianini, Francesco Bagnaia, Fabio Quartararo, and Aleix Espargaro during the first half of the pre-event press conference in Thailand. Photo courtesy Dorna.
What conclusions have you drawn, have lessons been learned?
“It’s difficult to know, we understand that in some situations we are to push the same, I wasn’t able to push like I wanted because I was behind somebody who was slower on the braking, and braking less than me, so I got stuck. If I think about the crashes, the objective was just to get in front of Fabio, ok it was one more point, but I think it was too ambitious in that moment because I was trying to overtake from too far. The only lucky thing was I didn’t touch him in the crash.”
Here looks like a rainy weekend, but is it a chance to find confidence?
“Compared to last year the only thing I have changed is the balance of our bike, so maybe for that reason I’m struggling more. The difficult thing is that we haven’t had too many wet sessions this year, so I didn’t have the feeling in Japan. I was not feeling the tyres and when I’m in this situation, I’m struggling more. I think we have some good ideas to help me feel more, the movement, the transfer of weight so it will be better for sure.”
Does Buriram suit you?
“For sure, sector 1 for Ducati is good. We have just one corner and straight, so it’s a good sector. Sector 3 is our weak point. In 2019 we were losing a lot of time compared to Fabio and Fabio was the only fast one there. The new fairing will help us on that part of the track.”
ALEIX ESPARGARO
Do you have a clear mind after the Japan disappointment?
“I was quite sad. Not angry at all, but really sad about what happened on Sunday after the race, but after, I went to Tokyo and on Monday I had dinner with my team – everybody – I love every single person on my team, and they were even more down than me. So, I’m the leader of this team and I said to them, ‘Head up, it’s a mistake, everybody can make mistakes.’ Now there is a new scenario for us, and there is always positive things when new things are coming, so I will try to recover the points here.”
Did you feel it was important to sit with the crew and talk about Sunday?
“Yeah, you know, we discussed internally. Even if we don’t talk about the problem we had, it will not happen anymore – 100 percent – but we used that mistake to re-analyse everything, to try to make no mistakes, to try to improve all the procedures, and to see where we can improve. Again, all my team, all the engineers, it was not as simple as it looks, the problem, so all my team was very down and I’ll try to say to them, ‘It’s a human mistake, it can happen, and this is racing,’ so I totally forget and I’m fully positive for the next weekend.”
Do you like Buriram and how do you think this year’s Aprilia will work here?
“This is a very good question. It’s funny because I cannot answer you about whether or not I like this layout. I don’t really remember ’19, but anyway, ’19, I didn’t like any track, because this year’s bike is another story. So, I hope we can ride in the dry, but in any case, if it’s wet, I was quite fast in Japan. I was surprisingly fast in the rain, so even if it’s wet, it can also be a good opportunity because when there is a race in the rain, normally more strange things can happen, and we need it.”
Thoughts on the 25-point gap?
“Actually, I was upset after the race, not just for the mistake but also for how the race went, because it’s very strange that first and second in the championship were fighting for eight place. Fabio and Pecco are very, very fast at every circuit and it was quite shocking that they were fighting for eighth place, so it was a good opportunity to may recover some point, but you never know. Maybe if we didn’t have the mistake, where I was in the race, you cannot really understand. But 25 points is not that much. The level of MotoGP now is very high so, in the past, the leader of the championship, in a very bad day, he could finish second, third, fourth, but now if you have a bad day, you can finish outside the top 10. So, everything is open and I still believe in my options.”
ENEA BASTIANINI
What are the positives from Japan?
“For me the last weekend has been really difficult. I committed one mistake on Friday and after it was really difficult. Saturday it was completely wet and QP wasn’t easy for me and I crashed again. Here is another track, the conditions are similar to Saturday of Motegi, and I think it will be like this all weekend. We are able to do something more than Motegi.”
You’re a “Buriram rookie” in the premier class, and it looks like rain…
“It’s my first time here in MotoGP™. I don’t think it will be difficult to understand the track and we have more sessions and FP than Motegi. It’s clear this is an advantage for me because in Motegi with only one dry session, it made it too difficult to arrive to the race battle. In any case, we have to do 100%.”
And what about Championship hopes?
“It doesn’t change anything. I’m not close to Fabio, 49 points behind. I have to do everything like before, push in every session and do my best possible. We will see where we are in the last race, and nothing, I don’t have pressure about this.”
JACK MILLER
Do you arrive here now pretty buzzing?
“Yeah, you know quick turnaround but it has sunk in now. I’ve got to sit down and watch the race back in a bit of disbelief. I didn’t expect that, I’ve never ridden like that before. Bit of a shock but amazing to have that emotion and feeling and yeah, ready to do it again in Thailand. Looks like we’re in for a dodgy weather weekend so who knows!”
How many times have you watched the race?
“None on the flight, but I’ve watched it twice. I thought two or three times was enough. We all sat down to watch it together waiting for the bus, Ruby, myself and Thomas. And then yeah, in the airport again!”
Does Buriram suit your style?
“Going back to when we raced here last time, apart from turning the bike off on the grid, it was a really good weekend for us. It’s a track I enjoy, one I’ve always had good pace at, you know, with what relative races we’ve had here. We’ve not had too many. It’s good to be back here, feels awesome to do these flyaways as I said in Japan and it stands the same now. Even though we’ve been busy in Bangkok and you’re all a bit tired and what not, but I love it. It feels cool to be back at these tracks, ones we haven’t been at in a long time and definitely a different element to these tracks. With the momentum, I found a great bit of speed, in FP1, in Japan over the weekend. Just with our set up and stuff like that, really analysing the data from the Aragon race and understanding what I need to do to match Pecco and Enea and we could really execute that in Japan. I’d like to keep that ball rolling but let’s see what FP1 has for us.”
Thoughts on your form at the moment and progress from the Barcelona test?
“The changes we made at the test made me feel more comfortable but you’re kind of stuck in your ways of where your braking points are after riding there 3 days in a row. So when I went to the Sachsenring I noticed a massive difference in the bike in the set up and like you say, pretty much every race we’ve been battling, ok I missed a podium in Assen with the LLP and the MIsano crash and Aragon wasn’t our weekend, apart from those we’ve been on the box every other weekend.”
It was a wet weekend and this could be another:
“It wasn’t what I wanted from the QP sessions especially after the pace I showed in the morning so it was a strange one, hard to chalk it down to one thing. I didn’t have the speed in the afternoon, couldn’t push, every time I tried, I nearly went down. I have no doubt we will have decent pace in the wet, and here in Buriram isn’t the most technical track let’s say, especially in the wet, so with the Ducati and the way it works and can find traction I think we’ll be strong no matter the conditions.”
BRAD BINDER
How important is it to maintain momentum?
“Yeah, for sure, the last two races have been positive for us. To just miss out in a podium at Aragon was a bit disappointing because I’d been in third for most of the race, but last week in Japan was pretty good. I had an okay start, felt like I needed the first five or six laps to figure a few things out, but once I fixed a few key points on track, I was able to improve and put together a decent enough rhythm, but I wasn’t quite as fast as I would liked to have been. But anyway, it was nice to be back on the podium after so long, and I think my team and myself both really needed it because it’s been a tough season where every weekend we have fallen short of what we came there to achieve. So, we’re slowly starting to go back in the direction where we need to be and this weekend, let’s see. It’s my first time here on the GP bike, in my third season, so that’s a bit weird, but let’s see. I mean, weather’s looking a bit sketchy to say the least, so hopefully if we get some dry track time, we can really take advantage of it, but yeah, last week I was quite comfortable in the wet so let’s see what the weekend brings for us.”
You were strong here in Moto2™ so is it a track you like and how do you think it will be on a KTM this weekend?
“I really enjoy this circuit, I’ve always loved the way it races. For me, I think it’s pretty cool to have these back-to-back events all over the world, so, always looking forward to getting started again. I think we need to try and keep the momentum going, keep the ball rolling, and just try to be strong throughout the weekend again. But no, I really want to make sure I give myself a bit of time at the beginning, don’t do anything silly, and once I get comfortable at the track, try to build from there.”
Does last week’s front row in a wet Q2 give you confidence if it rains?
“Sure. I mean, our bike is always really, really good in the wet conditions; I’ve always just struggled a little bit more than I should. I think the last few times I’ve ridden in the rain, it was really only in Portimao and then Japan last week, so both times I was able to be more or less competitive, or more near the front than usual, so I think it’s pretty good. I mean, I’d really like a full dry week for sure, but I think that’s a lot to ask at the moment.”
How important are the last 10 minutes of FP3 now, given your performances when you make Q2?
“Definitely. Things are so tight in MotoGP™ at the moment and even when you’re qualifying the back of the Q2 grid, more or less ninth to 12th, you’re losing a good two or three seconds in those first two or three laps, really, and even if you do have good rhythm, you don’t normally make that back up. So, what you lose at the beginning is normally a buffer that stays. It’s difficult because we know our strongest point’s not qualifying, or it’s not a single lap, but in the races, we’re always not far from where we need to be. I believe we have done something that’s made us a bit more competitive, but we need to try and be more comfortably within that top eight, top six, rather than on the fringe of the top 10, so we’ve got some work to do, but let’s see. Lately it’s been a bit better; let’s try and keep that rolling.”
MARC MARQUEZ
Your smile on Sunday said it all… some good positives from Motegi:
“A positive weekend for me and the team and Honda. It was important to have a solid weekend and to have this motivation and good news inside the garage. Basically for me was to finish the race in a good way. Of course, I was quite careful during the race especially in my conditions and that soft rear tyre. I managed in a good way, we did a good race and we did kilometers that is the most important now, and now looking forward to Buriram.”
How are you physically since Motegi?
“Yeah, in Motegi it was really important, since 2020 in Jerez I haven’t been able to attack on the last laps, because when you have pain, you have lack of power and lose the concentration a bit, and in all the races I did, I was going down in the last lap. Motegi was the first time I could keep pushing on the last laps, it’s true that I had a lack of power, but it’s normal, and most importantly I finished in a good way. Let’s see here in Buriram, it’s true in the Japan GP the weather helped us, that we didn’t stress the body too much on Saturday. During the week, it took more time than I expected to recover because on Monday I felt ok, and on Tuesday it was completely stiff, the arm, but it takes time and tomorrow won’t be a problem.”
Thoughts on the new swingarm?
“I mean, I raced the full weekend in dry with aluminum, in wet with carbon. It’s not the best way to work to achieve best results, but it’s how we need to work. Here we will do the same strategy, but in the future we need to try carbon, a different spec so still, we haven’t decided. I’m here to work for Honda, if we have time, we will try a few things, big things, just to understand the concept for next year. It’s not the best way to achieve the best result but I’m here to work for 2023.”
Do you have good memories here from 2018 and 2019?
“Thailand is a circuit I like, really good memories from 19. Last corner with Fabio…. I need to change strategy! This year we don’t arrive with the same situation, we won’t arrive on the last lap fighting for the victory, let’s see. When you arrive to the circuit with great memories, it gives you something special.”
Multistrada V4 Rally: The Ducati Dedicated to Great Travelers
The new Ducati Multistrada V4 Rally is designed for the most demanding travelers who want to reach further destinations, even with a passenger, without stopping for anything
Improved comfort for both rider and passenger and greater range, featuring a 7.9-gal fuel tank plus the new extended cylinder deactivation strategy, a first for a production motorcycle, which turns off the rear cylinder bank of the V4 Granturismo, even while on the move
More off-road attitude with 7.9 in of suspension travel, generous ground clearance and advanced Enduro Riding Mode with dedicated Power Mode
Borgo Panigale (Bologna, Italy), September 29, 2022 – In the third episode of the 2023 Ducati World Première web series, the Bologna-based manufacturer presented the new Multistrada V4 Rally, the Ducati designed for long-distance journeys. This unstoppable adventure motorcycle is set to conquer unexplored places and get there with maximum comfort. The bike to explore the world, without stopping for anything, even with a passenger.
With the “Rally” Ducati takes the globetrotter spirit of the Multistrada V4 to an even higher level, with improved comfort for rider and passenger, a greater fuel range and a more pronounced off-road aptitude. The result is a motorcycle that is in its element on dirt roads and in the cities: the perfect choice for those who want to reach any destination with maximum comfort and safety, without sacrificing the typical Ducati riding emotions. As with the entire Multistrada V4 family, performance (170 hp), reliability and maintenance costs (intervals every 37,000 mi and Oil Service every 9,000 mi/24 months) are class leading.
In its element on any road
Living up to its name, the “Rally” model of the Multistrada V4 is a bike that further improves its ability to rule all roads—especially unpaved ones. This Multistrada is fitted with semi-active suspension with travel increased to 7.9 in that delivers a higher ground clearance; a new Power Mode dedicated to off-roading; wider rider footpegs with an improved profile and removable rubber insert; and the Skyhook DSS EVO control strategy, even more precise and efficient for this model. The Multistrada V4 Rally is also equipped with an Auto leveling function, which guarantees a constant adjustment when the rider, passenger and luggage configuration varies, to keep the bikes characteristics unchanged. Off-road capability increases with the Multistrada V4 Rally due to standard lightened spoke rims and reinforced engine guards.
The new 7.9-gal aluminum tank, which integrates into the muscular and elegant shapes of the bike, delivers increased travel distances between one refueling stop and the next. The new Multistrada V4 Rally is ready to tackle even the most remote roads.
More comfort for rider and passenger
The Multistrada V4 Rally is the ideal bike for traveling with a passenger and has been designed to take the comfort of the rider and travel companion to the highest level: the windshield has been redesigned (increasing the height by 1.6 in and the width by .8 in), the tail has been lengthened and the top case attachment is moved back to offer more leg area for the passenger, who can also count on footrests with larger rubber inserts to reduce vibration levels. Furthermore, with seats of different heights for both rider and passenger and the lowered suspension kit, the Multistrada V4 Rally can be customized to suit any rider and passenger combination.
The Minimum Preload function, already introduced on the Multistrada V4 S in 2022, allows the rider to “lower” the bike when stopping and riding at low speed by minimizing the preload of the shock absorber. The Multistrada V4 Rally takes a further step forward in terms of ease of use by introducing the Easy Lift function that opens the suspension hydraulics at key ON and reduces the effort required to lift the motorcycle from the side stand thanks to the compress ion of the fork and shock absorber .
In addition, a center stand is standard on this bike to ease the loading and unloading of the side cases and to perform any maintenance items on long journeys away from home.
Safety and technology
The Ducati Multistrada family continues to be a benchmark from a technological and safety point of view. The Multistrada V4 was the first motorcycle in the world equipped with a front and rear radar system to support the Adaptive Cruise Control (ACC), which makes riding less tiring on long road sections, and Blind Spot Detection (BSD), which signals the presence of vehicles approaching in the corner of the mirrors.
The 6.5-inch TFT color dashboard offers map navigation features thanks to the Ducati Connect application, which supports the use of a mobile phone to answer calls or listen to music while using a helmet equipped with an intercom system.
The Multistrada V4 Rally offers ABS Cornering, which allows you to take advantage of the braking power even when cornering; Ducati Cornering Lights (DCL), which improve night visibility by illuminating the inside of corners; Ducati Wheelie Control (DWC); and Ducati Traction Control (DTC). These systems use the inertial platform (IMU) to optimize the intervention based on the lean and pitch angle of the vehicle.
Enduro Riding Mode with dedicated Power Mode
To achieve the potential of the Multistrada V4, Ducati has used its four Riding Modes (Sport, Touring, Urban and Enduro), but the Multistrada V4 Rally’s Enduro mode evolves. Selecting the Enduro Riding Mode activates a dedicated Power Mode, which limits the power to 114 hp with a dynamic and direct throttle response. The DSS Evolution prepares for off-road riding by indicating the load mode with a specific icon, depicting an off-road helmet. The DTC switches to a lower intervention level and the DWC is deactivated. The ABS on the rear wheel is also deactivated and cornering functionality and rear lift detection are suppressed to adapt to off-road use.
Extended rear bank engine deactivation
The Multistrada V4 Rally also introduces a brand-new strategy to extend the deactivation of the rear cylinder bank, a technical solution debuting for the first time on a production motorcycle. In addition to switching off the rear cylinders at idle with the motorcycle stationary (a function already available on the Multistrada V4), the V4 Granturismo now keeps the rear bank deactivated in other operating conditions to the benefit of fuel consumption and emissions.
With this new strategy, deactivation occurs even with the motorcycle in motion. As speed increases or above a specific power request from the throttle grip, the rear cylinders are reactivated, and the full performance of the V4 Granturismo is returned. This system is active in all Riding Modes.
Engine and chassis
The 1,158 cc V4 Granturismo engine delivers 170 hp at 10,750 rpm and 89 ft-lb at 8,750 rpm, with a particularly linear torque curve to ensure a smooth and progressive response at all revs. The performance of this engine, combined with its total weight of only 147 lb, allows the V4 Granturismo to continue to be the benchmark for power and lightness. These performance numbers are combined with refined technical features, such as a counter-rotating crankshaft, derived from the experience gained by Ducati Corse in MotoGP, which works “against” the gyroscopic inertia of the wheels and dedicated torque curves for each gear to combine smooth power delivery throughout the rpm range.
For the chassis, the Multistrada V4 Rally continues with the monocoque aluminum frame, light and compact, with a double-sided swingarm shell-cast in aluminum. The Multistrada V4 Rally is offered exclusively with tubeless spoke rims, redesigned and lightened to improve its dynamic qualities.
Equipment
The new Ducati Multistrada V4 Rally will be offered in one version for North America: Adventure Travel & Radar, equipped with Adaptive Cruise Control and Blind Spot Detection, aluminum side cases, heated grips and seats.
Accessories and apparel
In addition to a benchmark level of standard equipment for the category, the Multistrada V4 Rally also has a wide range of accessories available. Including different seat heights to meet the ergonomic needs of rider and passenger, and the components proposed in the three model configurations, the following will be available: windscreen options, steel-tube engine guard, additional LED spotlights, satnav with dedicated support, and various luggage solutions, designed for both the tank and the rear plate—top case or soft bag—for those who want to enhance further the tourer qualities of the Multistrada V4 Rally.
It is also possible to make the Multistrada V4 Rally sportier and embellish its appearance with different parts of carbon fiber trim; aluminum levers and footrests machined from solid; dynamic LED indicators; and brake and clutch fluid reservoirs machined from solid.
Ducati has also created apparel items to enjoy the touring possibilities of the Multistrada V4 Rally. For example, the Atacama C2 suit has large areas dedicated to ventilation, detachable sleeves and three independent layers, including thermal lining and waterproof membrane, to offer comfort in all weather conditions. Or the Strada C5 suit, which is made of comfortable stretch fabric, robust and modular in thermal protection, thanks to the detachable Gore-Tex® internal membrane and an inner down jacket that can also be used on its own once the bike is parked.
Availability
The Multistrada V4 Rally will arrive in Ducati Red and Brushed Aluminum & Matt black, the latter with an exposed brushed aluminum fuel tank, with black spoke rims for both. United States pricing for the Multistrada V4 Rally will begin at an MSRP of $31,495 for the Ducati Red color, with the Brushed Aluminum & Matt black starting at $31,995. For Canada, the Multistrada V4 Rally will start at an MSRP of $34,395 CAD for Ducati Red and MSRP of $34,995 CAD for the Brushed Aluminum & Matt black.
The Multistrada V4 Rally will be available in Ducati dealerships in the United States and Canada starting from May 2023.
DOMINIQUE AEGERTER TO STEP UP TO WORLDSBK WITH YAMAHA IN 2023
Yamaha Motor Europe is delighted to announce that reigning FIM Supersport World Champion and current series leader Dominque Aegerter will step up to the FIM Superbike World Championship with Yamaha for the 2023 season.
Aegerter enjoyed an utterly dominant maiden campaign in the WorldSSP class last year and has continued to be the rider to beat aboard his Yamaha R6 in 2022. Since his arrival in the WorldSBK paddock, the Swiss rider has demonstrated relentless pace and consistency, while his work ethic and commitment make him the perfect fit for Yamaha’s WorldSBK line-up next year.
Alongside this, Aegerter brings a wealth of experience, having made his debut on the world stage back in 2006 with two wildcard 125cc World Championship appearances at Estoril and Valencia. Over the next few years, he became a regular top 10 finisher and stepped up to Moto2 in 2010.
His maiden podium came a year later in the Valencia final, with Aegerter going on to score sixth further rostrums, including a stunning victory at the German Grand Prix in 2014. ‘Domi’ twice finished fifth in the Moto2 World Championship standings, and in 2020 he joined the MotoE World Cup grid.
Aegerter demonstrated his ability to adapt quickly to new machinery, finishing third in the standings that year. Then, in 2021, he debuted in the WorldSBK paddock, riding for the Ten Kate Yamaha WorldSSP Supported Team in the intermediate class.
Despite having to switch between the MotoE bike and Yamaha R6 throughout the season, Aegerter enjoyed a superb rookie WorldSSP campaign, claiming 10 victories and 15 podiums on his way to the world championship title.
After also finishing second in MotoE that year, Aegerter made another step forwards in 2022, claiming the title in the MotoGP support class with three wins and 10 podiums. The 31-year-old has continued to star in WorldSSP as well this season and currently leads the championship with 12 victories from 16 races.
Aegerter will race a Yamaha R1 WorldSBK alongside the recently announced Remy Gardner for the GYTR GRT Yamaha WorldSBK Team in 2023.
ANDREA DOSOLI
(Yamaha Motor Europe Road Racing Manager)
“Ever since he entered the paddock, Dominique has shown that he is one of the top talents, and it was clear from very early on that he was ready for his WorldSBK chance. Unfortunately, there wasn’t an opportunity to give him that chance in 2022, but when a seat became available for 2023 then Dominique was the obvious choice to fill it. Not only has he impressed with his pace, race craft and consistency, but he’s also shown the determination and drive needed to be competitive at this level. He’s shown throughout his career that he’s able to adapt very quickly to new machinery, and we’re sure that this ability will pay dividends for him when he steps up to race the Yamaha R1 WorldSBK next season. We’re very much looking forward to seeing what he can do. I’d also like to thank Kohta Nozane for his contribution over the past two seasons. He faced many challenges in WorldSBK, but he did so with a positive attitude always. We wish him all the best for the future.”
DOMINIQUE AEGERTER
“I’m super happy to join Yamaha in the WorldSBK championship next season. It is a great opportunity for me, and a fantastic reward for the world championship title last year and for leading the WorldSSP series this year. I’m looking forward to riding for the GYTR GRT Yamaha WorldSBK Team, and racing alongside Remy Gardner who, as a former Moto2 world champion and current MotoGP rider, will be a strong teammate. I can’t wait for the first test aboard the Yamaha R1 as it’s clearly a competitive bike, with Toprak racing it to the world championship last year and in the title hunt once again this season. I am happy to have this opportunity, and I want to thank Yamaha and the GYTR GRT Yamaha team for believing in me. I will give it everything I have next season, but for now my focus is on securing a second successive world title in WorldSSP.”
FILIPPO CONTI
(GYTR GRT Yamaha WorldSBK Team, Team Manager)
“We are pleased to be able to welcome Dominique into the GYTR GRT Yamaha WorldSBK Team for next season. He brings with him a wealth of experience, having proved himself in both the Grand Prix and WorldSBK paddocks with two world titles and a significant lead in the FIM Supersport World Championship this season. We strongly believe that Dominique will be a real asset, both for the team and for Yamaha, and will be able to show his potential on the Yamaha R1 from the beginning. We would like to thank Kohta Nozane for the time we spent together. We wish him the best for his future challenges.”
Woodcliff Lake, NJ – September 29, 2022…BMW Motorrad USA is proud to announce the new, updated, 2023 BMW S 1000 RR with meaningful enhancements to the chassis, suspension, aerodynamics and electronic assist systems. First introduced in 2009, the BMW S 1000 RR has become the standard for its segment in terms of performance and rider safety features.
“With an advanced suspension and chassis, the new Brake Slide Assist and DTC Slide Control assistance systems as well as optimized aerodynamics with winglets and a redesigned rear end, we are able to raise the RR’s performance to a new level.” Wolfgang Wallner, Project Manager S 1000 RR
The highlights of the new BMW S 1000 RR
Shorter secondary gear ratio for more traction at the rear wheel.
Advanced “Flex Frame” with more flex.
Chassis geometry with new steering head angle, offset, caster and wheelbase.
M Chassis Kit with adjustable swinging arm pivot point and raised rear end.
Dynamic Traction Control DTC with new Slide Control function for drifts while accelerating using steering angle sensor.
ABS Pro with new Brake Slide Assist function using steering angle sensor for braking drifts when approaching corners.
ABS Pro Setting “Slick”
Optimized aerodynamics with new front section, winglets, high windshield and partitioning off of the lower triple clamp.
M lightweight battery as standard.
USB charging port in the rear section.
Redesigned rear section and shorter license plate holder.
Redesigned wiring harness for easier removal of the license plate frame.
Clutch and generator cover in black.
Easier rear wheel assembly removal due to loss-proof axle bushings, chamfered brake pads and brake anchor plate.
M GPS Mouse Adapter as part of the BMW Motorrad original accessory range.
New GoPro holder as part of the BMW Motorrad original accessory range.
Three paintwork finishes: Blackstorm metallic, Style Passion in Racing Red non-metallic and Lightwhite non-metallic/BMW M.
The 2023 S 1000 RR’s engine has new intake ports fed by an improved air box with variable-length velocity stacks. Photo courtesy BMW Motorrad.
Engine and drivetrain
The new RR features a revised 4-cylinder in-line engine and delivers 205 hp at 13,000 rpm and a maximum torque of 83 lb-ft. at 11,000 rpm, unchanged in the U.S. from the outgoing model’s power and torque figures. The maximum engine speed is 14,600 rpm. Increased rear wheel traction in all gears is provided by a shorter secondary gear ratio through the use of a sprocket with 46 instead of 45 teeth.
The cylinder head with new intake port geometry is modelled on the M RR engine. With the aim of achieving optimum power delivery across the entire rev range, the intake ducts have been redesigned as well. They feature the advanced channel geometry as used in the M RR but have a cast surface instead of milled as on the M RR.
BMW ShiftCam Technology
The advanced RR engine is equipped with BMW ShiftCam Technology for varying the valve timing and the valve stroke on the intake side. This is a three-part intake shift camshaft that has two cams mounted on a shift segment for each valve to be actuated: a torque cam and a power cam, each with optimally designed cam geometry. The shift speed of the BMW ShiftCam of the new RR is 9,000 rpm, same as before.
By means of an axial displacement of the cam segment, the inlet valves are shifted from either the torque cam or the power cam in just 10 milliseconds, depending on the load and speed. The axial displacement of the cam segment and thus the use of torque or power cam is affected via two shift cams on the cam segment and two electromechanical actuators. The different design of the cam geometry is used to vary the timing and the valve lift. While the full-load cam provides maximum valve lift, the partial-load cam delivers reduced valve lift.
The benefits of BMW ShiftCam Technology include:
Increased torque in the low and medium speed range while preserving peak output.
Optimum design of partial-load cam geometry for the low to medium load and engine speed range.
Reduced load change loss in the partial load range.
Reduced exhaust emissions and optimized sound.
Improved Airbox
The new RR powerplant is equipped with a new airbox with variable intake funnels. The intake funnels have been shortened, as found in the M RR engine, in order to optimize the air charge and thus power generation, especially at higher engine speeds.
As before, the length of the intake funnels is varied in two stages via a map-controlled servomotor mounted on the airbox. The shorter intake passages are opened from 11,900 rpm since these are more favorable in terms of achieving maximum output.
The instrument display on the S 1000 RR allows the rider to adjust and monitor the status of the refined electronic rider aids and features. Photo courtesy BMW Motorrad.
Ride modes and Dynamic Traction Control (DTC) with new Slide Control
The 2023 BMW S 1000 RR features two distinct sets of riding modes: For street and for the track. The four standard modes include “Rain”, “Road”, “Dynamic” and “Race”, while the optional “Pro Modes” offers “Race Pro 1”, “Race Pro 2” and “Race Pro 3”. The latest generation of Dynamic Traction Control (DTC) with 6-axis sensor cluster, lean angle sensor and fine adjustment for even more safety and performance when accelerating are also standard.
The new feature of Dynamic Traction Control DTC is the Slide Control function. The central component of Slide Control is the steering angle sensor. Based on its signal, together with the wheel speeds and the sensor box signals, the slip angle at the rear wheel (“drift angle”) is estimated.
Depending on the characteristics of the rear tire, the road surface and the drive slip allowed by the slip control, a slip angle is established. This is so small in the stable driving condition that it is not noticed by the rider. Slide Control compares the current slip angle and comes up with a set value dependent on the DTC setpoint. If it looks as if this setpoint is going to be exceeded, Slide Control initiates a reduction of the drive slip.
When slick tires are used on the track, the rider is assisted in controlling power slides that occur in combination with the appropriate riding style and DTC setting. For this purpose, the new RR has two different settings with separately stored drift angles: DTC settings 3 and 2. These enable very experienced riders to make the best possible use of the rear tire’s potential and to influence the bike’s racing line at the exit of the bend by using the throttle grip and the “drift angle”. Analogous to this new Slide Control function, the steering angle sensor makes it possible to use the new Brake Slide Control function.
As before, the DTC has four fixed basic settings for the respective riding modes “Rain”, “Road”, “Dynamic” and “Race”. In the “Race Pro” riding modes, fine adjustment (+/- Shift) is also available. The “Pro Modes” option offers an adjustable DTC Wheelie function for the first time. It allows wheelies to be suppressed or limited with the aim of achieving maximum acceleration via front wheel lift-off detection.
Throttle mapping
The new RR features two standard throttle maps which are linked to the riding modes “Rain”, “Road”, “Dynamic” and “Race”.
Rain: soft throttle response, reduced drive torque in the lower gears.
Road: optimal throttle response, reduced drive torque in the lower gears.
Dynamic: optimal throttle response, reduced drive torque in the lower gears.
Optimum throttle response, maximum drive torque in all gears.
In Race Pro 1 to 3 mode, the rider can select two additional combinations of throttle response and drive torque.
Smooth throttle response and full drive torque.
Direct throttle response and full drive torque.
As another element of the “Pro Modes” option, Engine Brake also offers a three-stage adjustment of engine drag torque during coasting.
Hill Start Control and Hill Start Control Pro
The new RR offers standard Hill Start Control to facilitate starting on gradients. The optional Hill Start Control Pro goes beyond Hill Start Control by providing the additional function Auto HSC. The settings menu allows this additional function to be individualized in such a way that the brake is automatically activated on a gradient (greater than +/- 5 %) when the hand or foot brake lever has been activated, shortly after the motorcycle comes to a standstill.
Advanced Shift Assistant Pro
As before Shift Assistant Pro enables upshifting without clutch actuation and thus offers acceleration almost without interrupting traction. It also allows downshifting without clutch or throttle actuation in the load and speed ranges relevant for riding. This allows very fast gear changes and reduces clutch use to a minimum.
For use in the new RR, the Shift Assistant Pro has been improved. The rider’s shift request is now implemented via a torque model and thus enables shifts in all operating ranges. At the same time, the reaction time to so-called claw or jaw hits has been optimized and the load change damping after gear changes has been improved. For use on the track, the conventional shifting pattern (first gear down) can be changed in a few simple steps to first gear up.
Launch Control
The new RR also offers the rider Launch Control for active support on race starts. Activation is done during standstill with the engine idling by pressing the start button for more than three seconds. The relevant information is displayed on the instrument cluster. From the technical point of view, Launch Control also limits engine torque so that the maximum transferable drive torque is available at the rear wheel when setting off in first gear. When the rider shifts into second gear, the engine torque is corrected in line with the change in ratio so that the maximum transferable drive torque continues to be available at the rear wheel during this phase.
Pit Lane Limiter
The Pit Lane Limiter enables the RR rider to limit speed when passing through the pit lane, regardless of the riding mode. The pit lane limiter is audibly perceptible and thus increases safety in the pit lane.
The front end of a 2023 BMW S 1000 RR fitted with an optional M Carbon front wheel. Photo courtesy BMW Motorrad.
Suspension
“Thanks to the further developed Flex Frame as well as the new chassis geometry, the new RR offers even better riding precision, accuracy and feedback from the front wheel.” Sebastian Epp, Project Engineer Chassis
The RR was not only improved in terms of overall performance, but also with regard to the chassis and suspension. A revised main frame, modified chassis geometry as well as the new Brake Slide Assist system and the additional “Slick” ABS Pro Setting contribute significantly to the increased performance of the chassis and suspension.
Advanced “Flex Frame”
The heart of the chassis of the new RR is still the aluminum bridge frame, which is a welded construction of four gravity die-cast parts and integrates the engine, which is inclined forward by 32 degrees as before, as a supporting element. With the aim of optimizing lateral flexibility, the main frame of the new RR was given several openings in the side areas.
What has remained are the advantages of the frame due to its very narrow design. This significantly reduces the width of the bike in the area that is relevant for good knee contact, and it was possible to make the RR only about 0.8 inches wider than a V4 engine in this area. The rider benefits from being able to keep their thighs together closer to the bike and thus in a more relaxed riding posture.
Improved Chassis Geometry
Focus was also given to increasing riding precision when developing the new chassis of the RR. The steering head angle has been flattened out by 0.5 degrees (23.6 degrees instead of the previous 23.1 degrees and the offset of the triple clamps has been reduced by 0.1 inches. The castor was increased from 3.7 inches to 3.9 inches. At the same time, the wheelbase was extended to 57.4 inches, an increase of 0.7 inches. The adjustability of the swing arm pivot point and the height of the rear end is due to the use of the standard M Chassis Kit which allows for chassis geometric adjustments on the track. The new chassis geometry is accompanied not only by better riding precision, but also by increased accuracy and improved feedback from the front wheel.
Changes to the rear axle make removing and installing the rear wheel easier on the 2023 BMW S 1000 RR. This bike is fitted with optional M Performance parts. Photo courtesy BMW Motorrad.
Easier removal of rear wheel
As before, rear wheel control is ensured by a gravity die cast swing arm derived from racing. Suspension and damping is provided by a central spring and shock with adjustable spring base, damping, rebound and compression. The rebound and compression can still be adjusted by means of a ten-click scaling. The shock is now height-adjustable for enhanced tuning. For easier removal and installation of the rear wheel, the axle bushings on the rear wheel on the right side are now mounted to prevent loss and the brake pads and the brake anchor plate are chamfered. The total rear suspension travel is 4.6 inches.
Fully adjustable upside-down 45 mm telescopic fork
As in the predecessor model, the upside-down fork with 45 mm slide tubes offers a high degree of brake stability, as well as a stable response and feedback.
The upside-down fork is fitted with closed-cartridge inserts, i.e. separate hydraulic piston-cylinder systems, and is fitted with adjustment options for the spring rest as well as the damping rebound and compression stage. The total front suspension travel is 4.7 inches.
Dynamic Damping Control DDC
The new version of the legendary RR can be equipped with an optional electronically controlled Dynamic Damping Control DDC suspension.
The basic settings of the DDC are linked to the riding modes “Rain”, “Road”, “Dynamic” and “Race”. In “Rain” and “Road” mode, the DDC’s tuning focus is on damping which can be best described as sporty-comfortable. “Road” is tuned for urban environments with poor to good asphalt surfaces.
The “Dynamic” riding mode, on the other hand, is intended for smooth road surfaces.
In the “Race” riding mode, the basic damping is increased for track use.
In the “Race Pro” riding modes, the individually adjustable “Race” DDC damping characteristic optimally supports track riding and provides an even firmer shock setting over “Race.” Here, the springs and shocks provide the rider with optimum and exacting feedback at all times with regard to the respective riding situation.
In addition, suspension tuning can be individualized in all riding modes. In the same way as with the mechanical adjustments, the customer can make the suspension softer or firmer simply by clicking in the configuration menu.
The ABS Pro system on the 2023 S 1000 RR includes four-piston front brake calipers and a new, adjustable Brake Slide Assist feature. Photo courtesy BMW Motorrad.
ABS Pro with new Brake Slide Assist and ABS Pro “Slick” setting
Like its predecessor, the new RR has a brake system that is supremely effective on the road and on the track. At the front there are two radially mounted 4-piston fixed calipers in conjunction with 320 mm / 12.6-inch steel brake discs which are 4.5 mm / 0.18 inches thick (5.5 mm / 0.22 inches thick with forged and carbon fiber wheels). At the rear, deceleration is taken care of by a single-piston floating caliper with a 220 mm / 8.7-inch steel brake disc.
ABS Pro is standard on the new BMW S 1000 RR. In contrast to conventional ABS systems, ABS Pro offers extra safety when braking in turns. Even when braking hard in a leaning position, ABS Pro is able to prevent the wheels from locking, thereby reducing the risk of falling when leaning – even in the event of panic braking. In the “Race Pro” modes, the ABS function can be set to five different levels, with the ABS Pro function linked accordingly. A new feature of the current RR is the ABS Pro Setting “Slick” as part of the optional Ride Modes Pro. This setting adjusts for the use of slick track tires.
The new Brake Slide Assist function is an important and very helpful innovation for track riders. As in the new DTC Slide Control function, this new system is based on steering angle sensors and allows the rider to set a specific drift angle for so-called braking drifts while sliding into corners at a maintained speed.
From a technical point of view, a slip angle (drift angle) is set using the steering angle sensor response by limiting the brake pressure at the rear wheel by the ABS Pro system and by controlling the rear wheel slip by the engine drag torque control (MSR).
Due to their position on the motorcycle and the application of force via the handlebars, the rider has considerable influence on the drift behavior during braking. Brake Slide Assist provides support to the rider for this partially unstable riding condition of drifting.
As a component of the “Pro Modes” option, DBC Dynamic Brake Control provides the rider with additional support during braking. DBC increases safety when braking, even in difficult situations, by avoiding unintentional throttle activation. As soon as the sensor cluster supplies a certain deceleration value during braking, any simultaneous desire to accelerate on the part of the rider is detected as implausible and throttle valve opening is suppressed. This keeps the motorcycle stable and shortens the braking distance.
The right side of a 2023 BMW S 1000 RR. Photo courtesy BMW Motorrad.
Electronic Systems
The 6.5-inch TFT instrument cluster of the new RR has four available screen layouts (Pure Ride with the main details and 3 Core screens) and riders can choose what is displayed to suit their needs as before.
As a new comfort function, the last selected screen display appears after turning on the ignition again. The entire display is designed with a focus on sport riding and its breadth of information, display quality and, last but not least, user-friendliness are still unrivalled in the supersports segment.
In addition to a wide range of functions and information, the BMW Motorrad developers placed particular emphasis on the best possible readability of the 6.5-inch TFT display. It is linked to the Multi Controller on the left-hand handlebar panel and can be operated quickly, safely and conveniently from here.
The rider can choose between customized screen displays for various purposes. The Pure Ride screen, for example, provides all the necessary information for normal operation on the road, while the three Core screen displays are designed for the track and provide a corresponding range of information. In addition, the rev counter is displayed here both in analogue form (Core 1 and 2) and in the form of a bar graph (Core 3).
In the course of the development of the RR, several new functions were added. For example, the new instrument cluster features an optimized display of the rev counter. It now has a dashed area and a solid red area that is directly controlled by the engine control unit. The dashed area is to be avoided in continuous operation, but can be approached briefly, whereas the continuous red area is blocked. This new display scheme applies, for example, to a reduced warm-up rpm limit, speed limitation due to diagnosed faults, Launch Control or when the engine is not yet at operating temperature. Another new function of the rev counter is that it flashes together with the shift light.
Further new functions of the instrument cluster are preselection of a riding mode as well as navigation and entertainment as part of “Driving Modes Pro”.
Alongside the digital display of speed, revolutions per minute, selected mode, settings for ABS Pro, DTC and DDC and the menus, it is also possible to access the following wide range of information on the screen (depending on the options fitted), for example:
Current left/right lean angle.
Maximum left/right lean angle.
Current deceleration achieved in m/s2.
Maximum deceleration achieved in m/s2.
Torque reduction through DTC.
Speed warning (display “SPEED” if a predefined speed is exceeded).
Average speed.
Average fuel consumption.
Trip 1 and 2.
Odometer.
Fuel level.
Remaining range.
For riders using their new RR on the track, the new instrument cluster offers additional and highly usable data which can be accessed in a variety of screen display formats:
Lap time and lap distance.
Lap specific speeds (min, max, average).
Active riding mode per lap.
DTC setting value per lap.
Lean angle left/right.
Lean angle maximums left/right per lap.
Maximum DTC torque reduction per lap.
Maximum deceleration per lap.
Number of gear shifts per lap.
Average throttle grip position per lap.
Total laps, total riding time and total distance.
Best-ever lap time.
BMW has made it easier to remove the taillight/turn signals before taking the 2023 S 1000 RR on track. Photo courtesy BMW Motorrad.
Quicker removal of license plate bracket, M battery and USB charging socket
As before, the license plate bracket, the turn signals and license plate lights form one unit and the functions of the brake and taillights are integrated into the turn signals. The extremely compact grouping makes it easy to get the RR ready for track use in a few simple steps. Thanks to a modified wiring harness, which is now equipped with an LWS connector, disassembly is now even quicker and easier.
Compared to the predecessor model, the standard equipment has also been expanded to include the previous optional extras – A lightweight M battery and a USB charging socket.
Aerodynamics and Design
“With the winglets, we were able to achieve an optimum balance of downforce and drag and thus improve the RR’s performance once again.” Johann Sievers-Paulsen, Body Development S 1000 RR
When it was launched in 2009, the RR immediately stood out thanks to its extremely compact layout and super-sporty design. This has not changed, and the new RR delivers a perfect harmony of super-sporty design, every-day usability and focused track use.
A newly designed rear section with pillion cover make the current RR look even sportier. The shorter license plate bracket is new as is the Endurance seat, which is available as part of the original BMW Motorrad accessory range. The rear pillion cover is available as an optional extra for the pillion seat.
BMW has added aerodynamic winglets to the front fairing of the 2023 S 1000 RR. Photo courtesy BMW Motorrad.
Winglets
One of the main areas of focus in the development of the RR was aerodynamics. This area has played a central role in both MotoGP and in the Superbike World Championship for several years now, with the aim of improving lap times even further. While for decades the developers of racing motorcycles concentrated almost exclusively on aerodynamic resistance (“drag”) and thus essentially on the best achievable top speed, today the focus is on other aerodynamic aspects for Superbikes and MotoGP bikes with outputs of well over 200 hp.
In addition to achieving the highest possible maximum speed, which is absolutely necessary for race victories, another goal, especially with these extremely powerful machines, is to achieve the best possible contact between the tires and the road – especially during acceleration.
Wheelies are absolutely undesirable from a racing dynamics point of view, as the drive force in a wheelie is not converted 100 percent into forward propulsion but into the rising of the front end of the motorbike. Accordingly, the traction control kicks in to prevent wheelies and thus maximize the forward driving force. Valuable tenths of a second are saved here.
The winglets on the front fairing of the new RR take this scenario into account as they generate up to 22 lbs. of aerodynamic downforce and thus an additional front wheel load depending on the speed. The additional wheel load on the front wheel counteracts the wheelie tendency during acceleration, thus the traction control system has to regulate less, making more drive power available for acceleration and leading to improved lap times.
The BMW Motorrad developers countered the slightly increased aerodynamic resistance caused by the small additional frontal area and shape of the winglets with a newly designed high windshield. This helps improve the flow around the rider’s helmet. A further aerodynamic improvement was achieved by partitioning off the lower triple clamp.
The dynamic design of the RR featuring a color scheme with three individual characters: The basic variants of Blackstorm metallic, Style Passion in Racing Red non-metallic and the racing-oriented Lightwhite non-metallic/BMW M. The now black covers for the alternator and clutch are featured in all three paintwork finishes.
Option Packages
M Package – Lightwhite paint with M lettering and new clear coat, M footrests, black fuel filler cap, M Carbon wheels, M sports seat. As an alternative to the M Carbon wheels, the customer can also choose the M forged wheels.
Upside-down telescopic fork, 45 mm slide tube diameter
Spring preload, rebound and compression adjustable
Optional DDC electronically adjustable damping
Rear suspension
Aluminum underslung double-sided swingarm
Central spring and shock absorber
Spring preload, rebound and compression adjustable
Optional DDC electronically adjustable damping
Suspension travel front / rear
inches
4.7 / 4.6
Wheel castor
inches
3.9
Steering head angle
degrees
23.6
Brakes, front
Twin 320 mm / 12.6-inch floating disks
4-piston fixed calipers
Brakes, rear
Single 220 mm / 8.7-inch, single-piston floating caliper
ABS
BMW Motorrad ABS Pro, partially integral, disengageable
Traction control
BMW Motorrad DTC
Wheels
Standard die-cast aluminum wheels
Optional M forged aluminum or M Carbon wheels
Wheels, front / rear
inches
3.50 x 17 / 6.00 x 17
Tires, front / rear
120/70 ZR17 / 190/55 ZR17
Length x width at mirrors
inches
81.6 x 33.3
Wheelbase
inches
57.4
Seat height
inches
32.4
Weight, DIN unladen, fully fueled
lbs.
434.3 standard trim, 430.8 with Race Package
426.6 with M Package
Permitted total weight
lbs.
897
Fuel tank capacity
gallons
4.4
Acceleration, 0-62 mph
seconds
3.2
Top speed
mph
186+
BMW Group In America
BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and Rolls-Royce Motor Cars; Designworks, a strategic design consultancy based in California; a technology office in Silicon Valley, and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is the BMW Group global center of competence for BMW X models and manufactures the X3, X4, X5, X6 and X7 Sports Activity Vehicles. The BMW Group sales organization is represented in the U.S. through networks of 350 BMW passenger car and BMW Sports Activity Vehicle centers, 146 BMW motorcycle retailers, 105 MINI passenger car dealers, and 38 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.
Zarco heads Bagnaia, Marquez fourth, Quartararo fifth as Aprilia look to move forward
Friday, 30 September 2022
After two sessions back in business in Buriram, it’s incredibly close at the top at the OR Thailand Grand Prix. Johann Zarco (Prima Pramac Racing) just took it by 0.018, with Championship challenger Francesco Bagnaia (Ducati Lenovo Team) the rider just denied the top spot but taking second. Jorge Martin completed an all-Ducati top three, and made it both Pramacs in the upper echelons.
World Championship leader Fabio Quartararo (Monster Energy Yamaha MotoGP™) had a solid day on the timesheets in fifth, right behind one rider with a little fighting talk on Friday: Marc Marquez (Repsol Honda Team). The number 93 rated his chances of a podium highly if we raced on Day 1, and was fastest in FP1 despite a slide off. Quartararo and Marquez both set their best laps in FP1, too.
On the other side of the coin, both the riders third and fourth in the standings are currently heading for Q1 and outside the top ten. Aleix Espargaro (Aprilia Racing) was 13th and teammate Maverick Viñales 15th as the new RS-GP tackles Thailand for the first time, and Enea Bastianini (Gresini Racing MotoGP™) was 11th on Friday – missing out by just 0.025.
While it rained on and off during Friday, the track was well and truly dry for MotoGP™ FP2. That gave competitors the opportunity to work on their race pace and while Alex Rins (Team Suzuki Ecstar) was top for the session on a 1:31.088 with 10 minutes to go, there still had been no change to the combined top 10. That would change once the time attacks started, but even then, only half the 24-strong field improved on their FP1 pace. Martin was first to shift the benchmark, then Bagnaia and finally Zarco.
Japanese GP winner Jack Miller (Ducati Lenovo Team) is sixth-fastest overall. He was frustrated with himself at a mistake while going underneath Tetsuta Nagashima (LCR Honda Idemitsu) in the closing minutes, but his FP1 effort was good enough to provisionally book a spot in Q2. Luca Marini (Mooney VR46 Racing Team) took seventh on combined times, ahead of Miguel Oliveira (Red Bull KTM Factory Racing), Rins, and a much improved Friday position for Franco Morbidelli (Monster Energy Yamaha MotoGP™).
Cal Crutchlow (WithU Yamaha RNF MotoGP™ Team) was one crasher at Turn 7, and that also triggered a relatively long yellow flag in Sector 3 near the end of FP2, affecting some. Crutchlow walked away in some pain after losing the rear and being flicked from his YZR-M1 in what was his second crash of the session, but rider given the all clear at the Medical Centre. Also hitting the floor during the afternoon were Marco Bezzecchi (Mooney VR46 Racing Team) at Turn 3, Fabio Di Giannantonio (Gresini Racing MotoGP™) also at Turn 3 in a separate incident, and Darryn Binder (WithU Yamaha RNF MotoGP™ Team) at Turn 7 – riders okay.
Now we wait to see what the weather gods have in store on Saturday morning, with Bastianini and Aleix Espargaro among those hoping for dry weather again. Tune in to FP3 from 10:50 (GMT +7), before qualifying from 15:05!
Dixon and Lopez lead the way early doors
The two pull clear of Fernandez and Chantra on Friday, with Ogura seventh
Inde GASGAS Aspar Team’s Jake Dixon is the rider to beat after Friday’s running at the OR Thailand Grand Prix. His 1:36.280 puts him 0.173 clear of Alonso Lopez (Beta Tools Speed Up), with World Championship leader Augusto Fernandez (Red Bull KTM Ajo) third quickest despite a late spill. Japanese GP winner Ai Ogura (Idemitsu Honda Team Asia) finished seventh and, in the event of rain on Saturday morning, he too is safely through to Q2.
Fernandez topped FP1 before all but three riders improved in the afternoon, and Dixon took to the top. Lopez also improved after a technical problem in FP1, and Fernandez crashed late in the session, but rider ok and still third overall. Home hero Somkiat Chantra (Idemitsu Honda Team Asia) dusted himself off from an early crash to up the pace and end the day fourth.
Pedro Acosta (Red Bull KTM Ajo) takes fifth ahead of Tony Arbolino (Elf Marc VDS Racing Team), with Ogura on a 1:36.725 in P7. Rounding out the top 10 were Jorge Navarro (Flexbox HP40), Jeremy Alcoba (Liqui Moly Intact GP), and Fermin Aldeguer (Beta Tools Speed Up). Filip Salac (Gresini Racing Moto2™) is provisionally into Q2 also despite a spill at Turn 3 with five minutes to go, ahead of Albert Arenas (Inde GASGAS Aspar Team), Joe Roberts (Italtrans Racing Team), and Cameron Beaubier (American Racing).
Aron Canet (Flexbox HP40), however, is outside the top 14 after a second crash of the day when he lost the front at Turn 12. The Spaniard is 16th as it stands.
See if the rain comes or stays away on Sunday, with the last push for direct Q2 spots in FP3 taking place on Saturday at 09:55 (GMT +7) before qualifying 13:30!
Sasaki and Suzuki destroy the field on Friday
The two Japanese riders end the day more than six tenths clear of the rest as action gets back underway at Buriram
After a damp start, Ayumu Sasaki capitalised in FP2 for Moto3™ and set a 1:43.503 to head the eidl ahead of compatriot Tatsuki Suzuki (Leopard Racing) on a 1:43.694. The duo were together over sixth tenths clear of the rest, with Riccardo Rossi (SIC58 Squadra Corse) leading that rest in third on a 1:44.330.
World Championship leader and Motegi winner Izan Guevara was seventh, six positions ahead of fellow Gaviota GASGAS Aspar Team rider – and nearest rival for the title – Sergio Garcia.
Moto3™ was the only class which had not enjoyed any dry running on Friday morning, but halfway through FP2 the sun then made a cameo and the lap times began to tumble.
Suzuki looked like getting the sweep of the Friday sessions – a wet one and a dry one (eventually) – when he set a 1:43.694 in the last two minutes before the chequered flag.But Sasaki struck late to end the day 0.191 seconds clear of the Leopard Honda rider and 0.827 seconds up on Rossi.
Red Bull KTM Ajo teammates Daniel Holgado and Jaume Masia rounded out the top five, while Red Bull KTM Tech3’s Deniz Öncü was a commendable sixth as he grits his teeth with an injured finger after his highside in Warm Up five days ago at Motegi.
With the possibility of rain on Saturday morning, it was important for Guevara to make the top 14 cut-off for Q2 by claiming seventh on a 1:44.570. Ivan Ortola (Angeluss MTA Team), Dennis Foggia (Leopard Racing), and Scott Ogden (VisionTrack Racing Team) completed the top 10, ahead of Kaito Toba (CIP Green Power), Andrea Migno (Rivacold Snipers) and Garcia.
Xavier Artigas (CFMoto Racing PruestelGP) just 0.004 seconds slower in 14th, and Diogo Moreira (MT Helmets – MSI) missing out by only 0.007 seconds. Also outside the top 14 for now is John McPhee (Sterilgarda Husqvarna Max) in 16th.
What will the weather throw at the Moto3™ riders next? FP3 takes place on Saturday from 09:00 (GMT +7), before qualifying from 12:35.
Jack Miller (center), Marc Marquez (left), and Brad Binder (right) during the second half of the pre-event press conference in Thailand. Photo courtesy Dorna.
“Everything is open and I still believe”
Thursday Talking Points: quotes from Quartararo, Bagnaia, Aleix Espargaro, Bastianini, Miller, Brad Binder and Marc Marquez
Thursday, 29 September 2022
Reset, reload and race! The paddock has touched down in Thailand and we’re back underway at Buriram, with Thursday kicking us off with the customary media day.
Two Press Conferences saw us hear from Championship hopefuls and recent headline-stealers, with the first sitting Championship leader Fabio Quartararo (Monster Energy Yamaha MotoGP™) down alongside Francesco Bagnaia (Ducati Lenovo Team), Aleix Espargaro (Aprilia Racing) and Enea Bastianini (Gresini Racing MotoGP™). Then it was over to Jack Miller (Ducati Lenovo Team), Brad Binder (Red Bull KTM Factory Racing) and Marc Marquez (Repsol Honda Team) to hear their thoughts ahead of the OR Thailand Grand Prix.
Here are some key quotes!
QUOTES
FABIO QUARTARARO
What are your feelings ahead of the weekend?
“Japan was a little bit of a frustrating race. Of course, I couldn’t make any overtakes. Our pace was quite good but we were really stuck. In this track, I think we can manage to get a great result in any case. Rain or dry, I think we can get a great result. Of course, the first and second sector is going to be tough for us, but I’m ready to fight for it.”
Where can you make the time up on the Yamaha?
“I can make the time everywhere. I mean, I have to do it. Especially braking zones, I feel we are quite strong, especially with the new chassis, on the dry. On the wet, let’s see. I think in Motegi I was riding too aggressive and it was not working. Especially on the wet, you need to be really smooth and that was not our case.”
Do you have memories of what Buriram was like in the one wet session of 2019?
“Well, I don’t even remember that we had the wet session, and I think it was not even full wet… [Sees vision] Yeah, I mean for sure, we have to do our best and try to find our pace like we did in Motegi. The first laps were good, but just we didn’t make it in qualifying, so let’s see how we manage.”
Is there anything you can do with the bike to make the overtaking situation better?
“Well, nothing we can do. We have the same bike as the beginning of the year. We managed to get a different chassis lately, but it’s not a massive change, so in the end, we cannot do many things. Next year will be more fun for us – we have more engine performance – and I think they are doing more evolutions, so next year we will have maybe more possibilities.”
FRANCESCO BAGNAIA
How do you feel about last weekend’s crash, is it playing on your mind?
“I’m still thinking and analysing everything. We have to understand why I was struggling on acceleration and why I was losing time to other bikes. I got stuck behind Pol Espargaro for a lot of laps and it was impossible to overtake him so we had to understand that and maybe this weekend we’ll find something that will help us. In any case, the weekend had been quite strange for the conditions, for everything, for being on wet I was struggling so much when in the past I was competitive so we have to understand.”
(From left) Enea Bastianini, Francesco Bagnaia, Fabio Quartararo, and Aleix Espargaro during the first half of the pre-event press conference in Thailand. Photo courtesy Dorna.
What conclusions have you drawn, have lessons been learned?
“It’s difficult to know, we understand that in some situations we are to push the same, I wasn’t able to push like I wanted because I was behind somebody who was slower on the braking, and braking less than me, so I got stuck. If I think about the crashes, the objective was just to get in front of Fabio, ok it was one more point, but I think it was too ambitious in that moment because I was trying to overtake from too far. The only lucky thing was I didn’t touch him in the crash.”
Here looks like a rainy weekend, but is it a chance to find confidence?
“Compared to last year the only thing I have changed is the balance of our bike, so maybe for that reason I’m struggling more. The difficult thing is that we haven’t had too many wet sessions this year, so I didn’t have the feeling in Japan. I was not feeling the tyres and when I’m in this situation, I’m struggling more. I think we have some good ideas to help me feel more, the movement, the transfer of weight so it will be better for sure.”
Does Buriram suit you?
“For sure, sector 1 for Ducati is good. We have just one corner and straight, so it’s a good sector. Sector 3 is our weak point. In 2019 we were losing a lot of time compared to Fabio and Fabio was the only fast one there. The new fairing will help us on that part of the track.”
ALEIX ESPARGARO
Do you have a clear mind after the Japan disappointment?
“I was quite sad. Not angry at all, but really sad about what happened on Sunday after the race, but after, I went to Tokyo and on Monday I had dinner with my team – everybody – I love every single person on my team, and they were even more down than me. So, I’m the leader of this team and I said to them, ‘Head up, it’s a mistake, everybody can make mistakes.’ Now there is a new scenario for us, and there is always positive things when new things are coming, so I will try to recover the points here.”
Did you feel it was important to sit with the crew and talk about Sunday?
“Yeah, you know, we discussed internally. Even if we don’t talk about the problem we had, it will not happen anymore – 100 percent – but we used that mistake to re-analyse everything, to try to make no mistakes, to try to improve all the procedures, and to see where we can improve. Again, all my team, all the engineers, it was not as simple as it looks, the problem, so all my team was very down and I’ll try to say to them, ‘It’s a human mistake, it can happen, and this is racing,’ so I totally forget and I’m fully positive for the next weekend.”
Do you like Buriram and how do you think this year’s Aprilia will work here?
“This is a very good question. It’s funny because I cannot answer you about whether or not I like this layout. I don’t really remember ’19, but anyway, ’19, I didn’t like any track, because this year’s bike is another story. So, I hope we can ride in the dry, but in any case, if it’s wet, I was quite fast in Japan. I was surprisingly fast in the rain, so even if it’s wet, it can also be a good opportunity because when there is a race in the rain, normally more strange things can happen, and we need it.”
Thoughts on the 25-point gap?
“Actually, I was upset after the race, not just for the mistake but also for how the race went, because it’s very strange that first and second in the championship were fighting for eight place. Fabio and Pecco are very, very fast at every circuit and it was quite shocking that they were fighting for eighth place, so it was a good opportunity to may recover some point, but you never know. Maybe if we didn’t have the mistake, where I was in the race, you cannot really understand. But 25 points is not that much. The level of MotoGP now is very high so, in the past, the leader of the championship, in a very bad day, he could finish second, third, fourth, but now if you have a bad day, you can finish outside the top 10. So, everything is open and I still believe in my options.”
ENEA BASTIANINI
What are the positives from Japan?
“For me the last weekend has been really difficult. I committed one mistake on Friday and after it was really difficult. Saturday it was completely wet and QP wasn’t easy for me and I crashed again. Here is another track, the conditions are similar to Saturday of Motegi, and I think it will be like this all weekend. We are able to do something more than Motegi.”
You’re a “Buriram rookie” in the premier class, and it looks like rain…
“It’s my first time here in MotoGP™. I don’t think it will be difficult to understand the track and we have more sessions and FP than Motegi. It’s clear this is an advantage for me because in Motegi with only one dry session, it made it too difficult to arrive to the race battle. In any case, we have to do 100%.”
And what about Championship hopes?
“It doesn’t change anything. I’m not close to Fabio, 49 points behind. I have to do everything like before, push in every session and do my best possible. We will see where we are in the last race, and nothing, I don’t have pressure about this.”
JACK MILLER
Do you arrive here now pretty buzzing?
“Yeah, you know quick turnaround but it has sunk in now. I’ve got to sit down and watch the race back in a bit of disbelief. I didn’t expect that, I’ve never ridden like that before. Bit of a shock but amazing to have that emotion and feeling and yeah, ready to do it again in Thailand. Looks like we’re in for a dodgy weather weekend so who knows!”
How many times have you watched the race?
“None on the flight, but I’ve watched it twice. I thought two or three times was enough. We all sat down to watch it together waiting for the bus, Ruby, myself and Thomas. And then yeah, in the airport again!”
Does Buriram suit your style?
“Going back to when we raced here last time, apart from turning the bike off on the grid, it was a really good weekend for us. It’s a track I enjoy, one I’ve always had good pace at, you know, with what relative races we’ve had here. We’ve not had too many. It’s good to be back here, feels awesome to do these flyaways as I said in Japan and it stands the same now. Even though we’ve been busy in Bangkok and you’re all a bit tired and what not, but I love it. It feels cool to be back at these tracks, ones we haven’t been at in a long time and definitely a different element to these tracks. With the momentum, I found a great bit of speed, in FP1, in Japan over the weekend. Just with our set up and stuff like that, really analysing the data from the Aragon race and understanding what I need to do to match Pecco and Enea and we could really execute that in Japan. I’d like to keep that ball rolling but let’s see what FP1 has for us.”
Thoughts on your form at the moment and progress from the Barcelona test?
“The changes we made at the test made me feel more comfortable but you’re kind of stuck in your ways of where your braking points are after riding there 3 days in a row. So when I went to the Sachsenring I noticed a massive difference in the bike in the set up and like you say, pretty much every race we’ve been battling, ok I missed a podium in Assen with the LLP and the MIsano crash and Aragon wasn’t our weekend, apart from those we’ve been on the box every other weekend.”
It was a wet weekend and this could be another:
“It wasn’t what I wanted from the QP sessions especially after the pace I showed in the morning so it was a strange one, hard to chalk it down to one thing. I didn’t have the speed in the afternoon, couldn’t push, every time I tried, I nearly went down. I have no doubt we will have decent pace in the wet, and here in Buriram isn’t the most technical track let’s say, especially in the wet, so with the Ducati and the way it works and can find traction I think we’ll be strong no matter the conditions.”
BRAD BINDER
How important is it to maintain momentum?
“Yeah, for sure, the last two races have been positive for us. To just miss out in a podium at Aragon was a bit disappointing because I’d been in third for most of the race, but last week in Japan was pretty good. I had an okay start, felt like I needed the first five or six laps to figure a few things out, but once I fixed a few key points on track, I was able to improve and put together a decent enough rhythm, but I wasn’t quite as fast as I would liked to have been. But anyway, it was nice to be back on the podium after so long, and I think my team and myself both really needed it because it’s been a tough season where every weekend we have fallen short of what we came there to achieve. So, we’re slowly starting to go back in the direction where we need to be and this weekend, let’s see. It’s my first time here on the GP bike, in my third season, so that’s a bit weird, but let’s see. I mean, weather’s looking a bit sketchy to say the least, so hopefully if we get some dry track time, we can really take advantage of it, but yeah, last week I was quite comfortable in the wet so let’s see what the weekend brings for us.”
You were strong here in Moto2™ so is it a track you like and how do you think it will be on a KTM this weekend?
“I really enjoy this circuit, I’ve always loved the way it races. For me, I think it’s pretty cool to have these back-to-back events all over the world, so, always looking forward to getting started again. I think we need to try and keep the momentum going, keep the ball rolling, and just try to be strong throughout the weekend again. But no, I really want to make sure I give myself a bit of time at the beginning, don’t do anything silly, and once I get comfortable at the track, try to build from there.”
Does last week’s front row in a wet Q2 give you confidence if it rains?
“Sure. I mean, our bike is always really, really good in the wet conditions; I’ve always just struggled a little bit more than I should. I think the last few times I’ve ridden in the rain, it was really only in Portimao and then Japan last week, so both times I was able to be more or less competitive, or more near the front than usual, so I think it’s pretty good. I mean, I’d really like a full dry week for sure, but I think that’s a lot to ask at the moment.”
How important are the last 10 minutes of FP3 now, given your performances when you make Q2?
“Definitely. Things are so tight in MotoGP™ at the moment and even when you’re qualifying the back of the Q2 grid, more or less ninth to 12th, you’re losing a good two or three seconds in those first two or three laps, really, and even if you do have good rhythm, you don’t normally make that back up. So, what you lose at the beginning is normally a buffer that stays. It’s difficult because we know our strongest point’s not qualifying, or it’s not a single lap, but in the races, we’re always not far from where we need to be. I believe we have done something that’s made us a bit more competitive, but we need to try and be more comfortably within that top eight, top six, rather than on the fringe of the top 10, so we’ve got some work to do, but let’s see. Lately it’s been a bit better; let’s try and keep that rolling.”
MARC MARQUEZ
Your smile on Sunday said it all… some good positives from Motegi:
“A positive weekend for me and the team and Honda. It was important to have a solid weekend and to have this motivation and good news inside the garage. Basically for me was to finish the race in a good way. Of course, I was quite careful during the race especially in my conditions and that soft rear tyre. I managed in a good way, we did a good race and we did kilometers that is the most important now, and now looking forward to Buriram.”
How are you physically since Motegi?
“Yeah, in Motegi it was really important, since 2020 in Jerez I haven’t been able to attack on the last laps, because when you have pain, you have lack of power and lose the concentration a bit, and in all the races I did, I was going down in the last lap. Motegi was the first time I could keep pushing on the last laps, it’s true that I had a lack of power, but it’s normal, and most importantly I finished in a good way. Let’s see here in Buriram, it’s true in the Japan GP the weather helped us, that we didn’t stress the body too much on Saturday. During the week, it took more time than I expected to recover because on Monday I felt ok, and on Tuesday it was completely stiff, the arm, but it takes time and tomorrow won’t be a problem.”
Thoughts on the new swingarm?
“I mean, I raced the full weekend in dry with aluminum, in wet with carbon. It’s not the best way to work to achieve best results, but it’s how we need to work. Here we will do the same strategy, but in the future we need to try carbon, a different spec so still, we haven’t decided. I’m here to work for Honda, if we have time, we will try a few things, big things, just to understand the concept for next year. It’s not the best way to achieve the best result but I’m here to work for 2023.”
Do you have good memories here from 2018 and 2019?
“Thailand is a circuit I like, really good memories from 19. Last corner with Fabio…. I need to change strategy! This year we don’t arrive with the same situation, we won’t arrive on the last lap fighting for the victory, let’s see. When you arrive to the circuit with great memories, it gives you something special.”
A 2023 Ducati Multistrada V4 Rally fitted with optional equipment. The Multistrada V4 is Ducati's best-selling model. Photo courtesy Ducati.
Multistrada V4 Rally: The Ducati Dedicated to Great Travelers
The new Ducati Multistrada V4 Rally is designed for the most demanding travelers who want to reach further destinations, even with a passenger, without stopping for anything
Improved comfort for both rider and passenger and greater range, featuring a 7.9-gal fuel tank plus the new extended cylinder deactivation strategy, a first for a production motorcycle, which turns off the rear cylinder bank of the V4 Granturismo, even while on the move
More off-road attitude with 7.9 in of suspension travel, generous ground clearance and advanced Enduro Riding Mode with dedicated Power Mode
Borgo Panigale (Bologna, Italy), September 29, 2022 – In the third episode of the 2023 Ducati World Première web series, the Bologna-based manufacturer presented the new Multistrada V4 Rally, the Ducati designed for long-distance journeys. This unstoppable adventure motorcycle is set to conquer unexplored places and get there with maximum comfort. The bike to explore the world, without stopping for anything, even with a passenger.
With the “Rally” Ducati takes the globetrotter spirit of the Multistrada V4 to an even higher level, with improved comfort for rider and passenger, a greater fuel range and a more pronounced off-road aptitude. The result is a motorcycle that is in its element on dirt roads and in the cities: the perfect choice for those who want to reach any destination with maximum comfort and safety, without sacrificing the typical Ducati riding emotions. As with the entire Multistrada V4 family, performance (170 hp), reliability and maintenance costs (intervals every 37,000 mi and Oil Service every 9,000 mi/24 months) are class leading.
In its element on any road
Living up to its name, the “Rally” model of the Multistrada V4 is a bike that further improves its ability to rule all roads—especially unpaved ones. This Multistrada is fitted with semi-active suspension with travel increased to 7.9 in that delivers a higher ground clearance; a new Power Mode dedicated to off-roading; wider rider footpegs with an improved profile and removable rubber insert; and the Skyhook DSS EVO control strategy, even more precise and efficient for this model. The Multistrada V4 Rally is also equipped with an Auto leveling function, which guarantees a constant adjustment when the rider, passenger and luggage configuration varies, to keep the bikes characteristics unchanged. Off-road capability increases with the Multistrada V4 Rally due to standard lightened spoke rims and reinforced engine guards.
The new 7.9-gal aluminum tank, which integrates into the muscular and elegant shapes of the bike, delivers increased travel distances between one refueling stop and the next. The new Multistrada V4 Rally is ready to tackle even the most remote roads.
More comfort for rider and passenger
The Multistrada V4 Rally is the ideal bike for traveling with a passenger and has been designed to take the comfort of the rider and travel companion to the highest level: the windshield has been redesigned (increasing the height by 1.6 in and the width by .8 in), the tail has been lengthened and the top case attachment is moved back to offer more leg area for the passenger, who can also count on footrests with larger rubber inserts to reduce vibration levels. Furthermore, with seats of different heights for both rider and passenger and the lowered suspension kit, the Multistrada V4 Rally can be customized to suit any rider and passenger combination.
The Minimum Preload function, already introduced on the Multistrada V4 S in 2022, allows the rider to “lower” the bike when stopping and riding at low speed by minimizing the preload of the shock absorber. The Multistrada V4 Rally takes a further step forward in terms of ease of use by introducing the Easy Lift function that opens the suspension hydraulics at key ON and reduces the effort required to lift the motorcycle from the side stand thanks to the compress ion of the fork and shock absorber .
In addition, a center stand is standard on this bike to ease the loading and unloading of the side cases and to perform any maintenance items on long journeys away from home.
Safety and technology
The Ducati Multistrada family continues to be a benchmark from a technological and safety point of view. The Multistrada V4 was the first motorcycle in the world equipped with a front and rear radar system to support the Adaptive Cruise Control (ACC), which makes riding less tiring on long road sections, and Blind Spot Detection (BSD), which signals the presence of vehicles approaching in the corner of the mirrors.
The 6.5-inch TFT color dashboard offers map navigation features thanks to the Ducati Connect application, which supports the use of a mobile phone to answer calls or listen to music while using a helmet equipped with an intercom system.
The Multistrada V4 Rally offers ABS Cornering, which allows you to take advantage of the braking power even when cornering; Ducati Cornering Lights (DCL), which improve night visibility by illuminating the inside of corners; Ducati Wheelie Control (DWC); and Ducati Traction Control (DTC). These systems use the inertial platform (IMU) to optimize the intervention based on the lean and pitch angle of the vehicle.
Enduro Riding Mode with dedicated Power Mode
To achieve the potential of the Multistrada V4, Ducati has used its four Riding Modes (Sport, Touring, Urban and Enduro), but the Multistrada V4 Rally’s Enduro mode evolves. Selecting the Enduro Riding Mode activates a dedicated Power Mode, which limits the power to 114 hp with a dynamic and direct throttle response. The DSS Evolution prepares for off-road riding by indicating the load mode with a specific icon, depicting an off-road helmet. The DTC switches to a lower intervention level and the DWC is deactivated. The ABS on the rear wheel is also deactivated and cornering functionality and rear lift detection are suppressed to adapt to off-road use.
Extended rear bank engine deactivation
The Multistrada V4 Rally also introduces a brand-new strategy to extend the deactivation of the rear cylinder bank, a technical solution debuting for the first time on a production motorcycle. In addition to switching off the rear cylinders at idle with the motorcycle stationary (a function already available on the Multistrada V4), the V4 Granturismo now keeps the rear bank deactivated in other operating conditions to the benefit of fuel consumption and emissions.
With this new strategy, deactivation occurs even with the motorcycle in motion. As speed increases or above a specific power request from the throttle grip, the rear cylinders are reactivated, and the full performance of the V4 Granturismo is returned. This system is active in all Riding Modes.
Engine and chassis
The 1,158 cc V4 Granturismo engine delivers 170 hp at 10,750 rpm and 89 ft-lb at 8,750 rpm, with a particularly linear torque curve to ensure a smooth and progressive response at all revs. The performance of this engine, combined with its total weight of only 147 lb, allows the V4 Granturismo to continue to be the benchmark for power and lightness. These performance numbers are combined with refined technical features, such as a counter-rotating crankshaft, derived from the experience gained by Ducati Corse in MotoGP, which works “against” the gyroscopic inertia of the wheels and dedicated torque curves for each gear to combine smooth power delivery throughout the rpm range.
For the chassis, the Multistrada V4 Rally continues with the monocoque aluminum frame, light and compact, with a double-sided swingarm shell-cast in aluminum. The Multistrada V4 Rally is offered exclusively with tubeless spoke rims, redesigned and lightened to improve its dynamic qualities.
Equipment
The new Ducati Multistrada V4 Rally will be offered in one version for North America: Adventure Travel & Radar, equipped with Adaptive Cruise Control and Blind Spot Detection, aluminum side cases, heated grips and seats.
Accessories and apparel
In addition to a benchmark level of standard equipment for the category, the Multistrada V4 Rally also has a wide range of accessories available. Including different seat heights to meet the ergonomic needs of rider and passenger, and the components proposed in the three model configurations, the following will be available: windscreen options, steel-tube engine guard, additional LED spotlights, satnav with dedicated support, and various luggage solutions, designed for both the tank and the rear plate—top case or soft bag—for those who want to enhance further the tourer qualities of the Multistrada V4 Rally.
It is also possible to make the Multistrada V4 Rally sportier and embellish its appearance with different parts of carbon fiber trim; aluminum levers and footrests machined from solid; dynamic LED indicators; and brake and clutch fluid reservoirs machined from solid.
Ducati has also created apparel items to enjoy the touring possibilities of the Multistrada V4 Rally. For example, the Atacama C2 suit has large areas dedicated to ventilation, detachable sleeves and three independent layers, including thermal lining and waterproof membrane, to offer comfort in all weather conditions. Or the Strada C5 suit, which is made of comfortable stretch fabric, robust and modular in thermal protection, thanks to the detachable Gore-Tex® internal membrane and an inner down jacket that can also be used on its own once the bike is parked.
Availability
The Multistrada V4 Rally will arrive in Ducati Red and Brushed Aluminum & Matt black, the latter with an exposed brushed aluminum fuel tank, with black spoke rims for both. United States pricing for the Multistrada V4 Rally will begin at an MSRP of $31,495 for the Ducati Red color, with the Brushed Aluminum & Matt black starting at $31,995. For Canada, the Multistrada V4 Rally will start at an MSRP of $34,395 CAD for Ducati Red and MSRP of $34,995 CAD for the Brushed Aluminum & Matt black.
The Multistrada V4 Rally will be available in Ducati dealerships in the United States and Canada starting from May 2023.
Dominique Aegerter (77), as seen on his Ten Kate Yamaha World Supersport bike. Photo courtesy Ten Kate Racing.
DOMINIQUE AEGERTER TO STEP UP TO WORLDSBK WITH YAMAHA IN 2023
Yamaha Motor Europe is delighted to announce that reigning FIM Supersport World Champion and current series leader Dominque Aegerter will step up to the FIM Superbike World Championship with Yamaha for the 2023 season.
Aegerter enjoyed an utterly dominant maiden campaign in the WorldSSP class last year and has continued to be the rider to beat aboard his Yamaha R6 in 2022. Since his arrival in the WorldSBK paddock, the Swiss rider has demonstrated relentless pace and consistency, while his work ethic and commitment make him the perfect fit for Yamaha’s WorldSBK line-up next year.
Alongside this, Aegerter brings a wealth of experience, having made his debut on the world stage back in 2006 with two wildcard 125cc World Championship appearances at Estoril and Valencia. Over the next few years, he became a regular top 10 finisher and stepped up to Moto2 in 2010.
His maiden podium came a year later in the Valencia final, with Aegerter going on to score sixth further rostrums, including a stunning victory at the German Grand Prix in 2014. ‘Domi’ twice finished fifth in the Moto2 World Championship standings, and in 2020 he joined the MotoE World Cup grid.
Aegerter demonstrated his ability to adapt quickly to new machinery, finishing third in the standings that year. Then, in 2021, he debuted in the WorldSBK paddock, riding for the Ten Kate Yamaha WorldSSP Supported Team in the intermediate class.
Despite having to switch between the MotoE bike and Yamaha R6 throughout the season, Aegerter enjoyed a superb rookie WorldSSP campaign, claiming 10 victories and 15 podiums on his way to the world championship title.
After also finishing second in MotoE that year, Aegerter made another step forwards in 2022, claiming the title in the MotoGP support class with three wins and 10 podiums. The 31-year-old has continued to star in WorldSSP as well this season and currently leads the championship with 12 victories from 16 races.
Aegerter will race a Yamaha R1 WorldSBK alongside the recently announced Remy Gardner for the GYTR GRT Yamaha WorldSBK Team in 2023.
ANDREA DOSOLI
(Yamaha Motor Europe Road Racing Manager)
“Ever since he entered the paddock, Dominique has shown that he is one of the top talents, and it was clear from very early on that he was ready for his WorldSBK chance. Unfortunately, there wasn’t an opportunity to give him that chance in 2022, but when a seat became available for 2023 then Dominique was the obvious choice to fill it. Not only has he impressed with his pace, race craft and consistency, but he’s also shown the determination and drive needed to be competitive at this level. He’s shown throughout his career that he’s able to adapt very quickly to new machinery, and we’re sure that this ability will pay dividends for him when he steps up to race the Yamaha R1 WorldSBK next season. We’re very much looking forward to seeing what he can do. I’d also like to thank Kohta Nozane for his contribution over the past two seasons. He faced many challenges in WorldSBK, but he did so with a positive attitude always. We wish him all the best for the future.”
DOMINIQUE AEGERTER
“I’m super happy to join Yamaha in the WorldSBK championship next season. It is a great opportunity for me, and a fantastic reward for the world championship title last year and for leading the WorldSSP series this year. I’m looking forward to riding for the GYTR GRT Yamaha WorldSBK Team, and racing alongside Remy Gardner who, as a former Moto2 world champion and current MotoGP rider, will be a strong teammate. I can’t wait for the first test aboard the Yamaha R1 as it’s clearly a competitive bike, with Toprak racing it to the world championship last year and in the title hunt once again this season. I am happy to have this opportunity, and I want to thank Yamaha and the GYTR GRT Yamaha team for believing in me. I will give it everything I have next season, but for now my focus is on securing a second successive world title in WorldSSP.”
FILIPPO CONTI
(GYTR GRT Yamaha WorldSBK Team, Team Manager)
“We are pleased to be able to welcome Dominique into the GYTR GRT Yamaha WorldSBK Team for next season. He brings with him a wealth of experience, having proved himself in both the Grand Prix and WorldSBK paddocks with two world titles and a significant lead in the FIM Supersport World Championship this season. We strongly believe that Dominique will be a real asset, both for the team and for Yamaha, and will be able to show his potential on the Yamaha R1 from the beginning. We would like to thank Kohta Nozane for the time we spent together. We wish him the best for his future challenges.”
A 2023-model BMW S 1000 RR. Photo courtesy BMW Motorrad.
The 2023 BMW S 1000 RR
Updated chassis, suspension and aerodynamics.
New electronic assist features.
MSRP of $17,895
Expected U.S. market arrival – January 2023.
Woodcliff Lake, NJ – September 29, 2022…BMW Motorrad USA is proud to announce the new, updated, 2023 BMW S 1000 RR with meaningful enhancements to the chassis, suspension, aerodynamics and electronic assist systems. First introduced in 2009, the BMW S 1000 RR has become the standard for its segment in terms of performance and rider safety features.
“With an advanced suspension and chassis, the new Brake Slide Assist and DTC Slide Control assistance systems as well as optimized aerodynamics with winglets and a redesigned rear end, we are able to raise the RR’s performance to a new level.” Wolfgang Wallner, Project Manager S 1000 RR
The highlights of the new BMW S 1000 RR
Shorter secondary gear ratio for more traction at the rear wheel.
Advanced “Flex Frame” with more flex.
Chassis geometry with new steering head angle, offset, caster and wheelbase.
M Chassis Kit with adjustable swinging arm pivot point and raised rear end.
Dynamic Traction Control DTC with new Slide Control function for drifts while accelerating using steering angle sensor.
ABS Pro with new Brake Slide Assist function using steering angle sensor for braking drifts when approaching corners.
ABS Pro Setting “Slick”
Optimized aerodynamics with new front section, winglets, high windshield and partitioning off of the lower triple clamp.
M lightweight battery as standard.
USB charging port in the rear section.
Redesigned rear section and shorter license plate holder.
Redesigned wiring harness for easier removal of the license plate frame.
Clutch and generator cover in black.
Easier rear wheel assembly removal due to loss-proof axle bushings, chamfered brake pads and brake anchor plate.
M GPS Mouse Adapter as part of the BMW Motorrad original accessory range.
New GoPro holder as part of the BMW Motorrad original accessory range.
Three paintwork finishes: Blackstorm metallic, Style Passion in Racing Red non-metallic and Lightwhite non-metallic/BMW M.
The 2023 S 1000 RR’s engine has new intake ports fed by an improved air box with variable-length velocity stacks. Photo courtesy BMW Motorrad.
Engine and drivetrain
The new RR features a revised 4-cylinder in-line engine and delivers 205 hp at 13,000 rpm and a maximum torque of 83 lb-ft. at 11,000 rpm, unchanged in the U.S. from the outgoing model’s power and torque figures. The maximum engine speed is 14,600 rpm. Increased rear wheel traction in all gears is provided by a shorter secondary gear ratio through the use of a sprocket with 46 instead of 45 teeth.
The cylinder head with new intake port geometry is modelled on the M RR engine. With the aim of achieving optimum power delivery across the entire rev range, the intake ducts have been redesigned as well. They feature the advanced channel geometry as used in the M RR but have a cast surface instead of milled as on the M RR.
BMW ShiftCam Technology
The advanced RR engine is equipped with BMW ShiftCam Technology for varying the valve timing and the valve stroke on the intake side. This is a three-part intake shift camshaft that has two cams mounted on a shift segment for each valve to be actuated: a torque cam and a power cam, each with optimally designed cam geometry. The shift speed of the BMW ShiftCam of the new RR is 9,000 rpm, same as before.
By means of an axial displacement of the cam segment, the inlet valves are shifted from either the torque cam or the power cam in just 10 milliseconds, depending on the load and speed. The axial displacement of the cam segment and thus the use of torque or power cam is affected via two shift cams on the cam segment and two electromechanical actuators. The different design of the cam geometry is used to vary the timing and the valve lift. While the full-load cam provides maximum valve lift, the partial-load cam delivers reduced valve lift.
The benefits of BMW ShiftCam Technology include:
Increased torque in the low and medium speed range while preserving peak output.
Optimum design of partial-load cam geometry for the low to medium load and engine speed range.
Reduced load change loss in the partial load range.
Reduced exhaust emissions and optimized sound.
Improved Airbox
The new RR powerplant is equipped with a new airbox with variable intake funnels. The intake funnels have been shortened, as found in the M RR engine, in order to optimize the air charge and thus power generation, especially at higher engine speeds.
As before, the length of the intake funnels is varied in two stages via a map-controlled servomotor mounted on the airbox. The shorter intake passages are opened from 11,900 rpm since these are more favorable in terms of achieving maximum output.
The instrument display on the S 1000 RR allows the rider to adjust and monitor the status of the refined electronic rider aids and features. Photo courtesy BMW Motorrad.
Ride modes and Dynamic Traction Control (DTC) with new Slide Control
The 2023 BMW S 1000 RR features two distinct sets of riding modes: For street and for the track. The four standard modes include “Rain”, “Road”, “Dynamic” and “Race”, while the optional “Pro Modes” offers “Race Pro 1”, “Race Pro 2” and “Race Pro 3”. The latest generation of Dynamic Traction Control (DTC) with 6-axis sensor cluster, lean angle sensor and fine adjustment for even more safety and performance when accelerating are also standard.
The new feature of Dynamic Traction Control DTC is the Slide Control function. The central component of Slide Control is the steering angle sensor. Based on its signal, together with the wheel speeds and the sensor box signals, the slip angle at the rear wheel (“drift angle”) is estimated.
Depending on the characteristics of the rear tire, the road surface and the drive slip allowed by the slip control, a slip angle is established. This is so small in the stable driving condition that it is not noticed by the rider. Slide Control compares the current slip angle and comes up with a set value dependent on the DTC setpoint. If it looks as if this setpoint is going to be exceeded, Slide Control initiates a reduction of the drive slip.
When slick tires are used on the track, the rider is assisted in controlling power slides that occur in combination with the appropriate riding style and DTC setting. For this purpose, the new RR has two different settings with separately stored drift angles: DTC settings 3 and 2. These enable very experienced riders to make the best possible use of the rear tire’s potential and to influence the bike’s racing line at the exit of the bend by using the throttle grip and the “drift angle”. Analogous to this new Slide Control function, the steering angle sensor makes it possible to use the new Brake Slide Control function.
As before, the DTC has four fixed basic settings for the respective riding modes “Rain”, “Road”, “Dynamic” and “Race”. In the “Race Pro” riding modes, fine adjustment (+/- Shift) is also available. The “Pro Modes” option offers an adjustable DTC Wheelie function for the first time. It allows wheelies to be suppressed or limited with the aim of achieving maximum acceleration via front wheel lift-off detection.
Throttle mapping
The new RR features two standard throttle maps which are linked to the riding modes “Rain”, “Road”, “Dynamic” and “Race”.
Rain: soft throttle response, reduced drive torque in the lower gears.
Road: optimal throttle response, reduced drive torque in the lower gears.
Dynamic: optimal throttle response, reduced drive torque in the lower gears.
Optimum throttle response, maximum drive torque in all gears.
In Race Pro 1 to 3 mode, the rider can select two additional combinations of throttle response and drive torque.
Smooth throttle response and full drive torque.
Direct throttle response and full drive torque.
As another element of the “Pro Modes” option, Engine Brake also offers a three-stage adjustment of engine drag torque during coasting.
Hill Start Control and Hill Start Control Pro
The new RR offers standard Hill Start Control to facilitate starting on gradients. The optional Hill Start Control Pro goes beyond Hill Start Control by providing the additional function Auto HSC. The settings menu allows this additional function to be individualized in such a way that the brake is automatically activated on a gradient (greater than +/- 5 %) when the hand or foot brake lever has been activated, shortly after the motorcycle comes to a standstill.
Advanced Shift Assistant Pro
As before Shift Assistant Pro enables upshifting without clutch actuation and thus offers acceleration almost without interrupting traction. It also allows downshifting without clutch or throttle actuation in the load and speed ranges relevant for riding. This allows very fast gear changes and reduces clutch use to a minimum.
For use in the new RR, the Shift Assistant Pro has been improved. The rider’s shift request is now implemented via a torque model and thus enables shifts in all operating ranges. At the same time, the reaction time to so-called claw or jaw hits has been optimized and the load change damping after gear changes has been improved. For use on the track, the conventional shifting pattern (first gear down) can be changed in a few simple steps to first gear up.
Launch Control
The new RR also offers the rider Launch Control for active support on race starts. Activation is done during standstill with the engine idling by pressing the start button for more than three seconds. The relevant information is displayed on the instrument cluster. From the technical point of view, Launch Control also limits engine torque so that the maximum transferable drive torque is available at the rear wheel when setting off in first gear. When the rider shifts into second gear, the engine torque is corrected in line with the change in ratio so that the maximum transferable drive torque continues to be available at the rear wheel during this phase.
Pit Lane Limiter
The Pit Lane Limiter enables the RR rider to limit speed when passing through the pit lane, regardless of the riding mode. The pit lane limiter is audibly perceptible and thus increases safety in the pit lane.
The front end of a 2023 BMW S 1000 RR fitted with an optional M Carbon front wheel. Photo courtesy BMW Motorrad.
Suspension
“Thanks to the further developed Flex Frame as well as the new chassis geometry, the new RR offers even better riding precision, accuracy and feedback from the front wheel.” Sebastian Epp, Project Engineer Chassis
The RR was not only improved in terms of overall performance, but also with regard to the chassis and suspension. A revised main frame, modified chassis geometry as well as the new Brake Slide Assist system and the additional “Slick” ABS Pro Setting contribute significantly to the increased performance of the chassis and suspension.
Advanced “Flex Frame”
The heart of the chassis of the new RR is still the aluminum bridge frame, which is a welded construction of four gravity die-cast parts and integrates the engine, which is inclined forward by 32 degrees as before, as a supporting element. With the aim of optimizing lateral flexibility, the main frame of the new RR was given several openings in the side areas.
What has remained are the advantages of the frame due to its very narrow design. This significantly reduces the width of the bike in the area that is relevant for good knee contact, and it was possible to make the RR only about 0.8 inches wider than a V4 engine in this area. The rider benefits from being able to keep their thighs together closer to the bike and thus in a more relaxed riding posture.
Improved Chassis Geometry
Focus was also given to increasing riding precision when developing the new chassis of the RR. The steering head angle has been flattened out by 0.5 degrees (23.6 degrees instead of the previous 23.1 degrees and the offset of the triple clamps has been reduced by 0.1 inches. The castor was increased from 3.7 inches to 3.9 inches. At the same time, the wheelbase was extended to 57.4 inches, an increase of 0.7 inches. The adjustability of the swing arm pivot point and the height of the rear end is due to the use of the standard M Chassis Kit which allows for chassis geometric adjustments on the track. The new chassis geometry is accompanied not only by better riding precision, but also by increased accuracy and improved feedback from the front wheel.
Changes to the rear axle make removing and installing the rear wheel easier on the 2023 BMW S 1000 RR. This bike is fitted with optional M Performance parts. Photo courtesy BMW Motorrad.
Easier removal of rear wheel
As before, rear wheel control is ensured by a gravity die cast swing arm derived from racing. Suspension and damping is provided by a central spring and shock with adjustable spring base, damping, rebound and compression. The rebound and compression can still be adjusted by means of a ten-click scaling. The shock is now height-adjustable for enhanced tuning. For easier removal and installation of the rear wheel, the axle bushings on the rear wheel on the right side are now mounted to prevent loss and the brake pads and the brake anchor plate are chamfered. The total rear suspension travel is 4.6 inches.
Fully adjustable upside-down 45 mm telescopic fork
As in the predecessor model, the upside-down fork with 45 mm slide tubes offers a high degree of brake stability, as well as a stable response and feedback.
The upside-down fork is fitted with closed-cartridge inserts, i.e. separate hydraulic piston-cylinder systems, and is fitted with adjustment options for the spring rest as well as the damping rebound and compression stage. The total front suspension travel is 4.7 inches.
Dynamic Damping Control DDC
The new version of the legendary RR can be equipped with an optional electronically controlled Dynamic Damping Control DDC suspension.
The basic settings of the DDC are linked to the riding modes “Rain”, “Road”, “Dynamic” and “Race”. In “Rain” and “Road” mode, the DDC’s tuning focus is on damping which can be best described as sporty-comfortable. “Road” is tuned for urban environments with poor to good asphalt surfaces.
The “Dynamic” riding mode, on the other hand, is intended for smooth road surfaces.
In the “Race” riding mode, the basic damping is increased for track use.
In the “Race Pro” riding modes, the individually adjustable “Race” DDC damping characteristic optimally supports track riding and provides an even firmer shock setting over “Race.” Here, the springs and shocks provide the rider with optimum and exacting feedback at all times with regard to the respective riding situation.
In addition, suspension tuning can be individualized in all riding modes. In the same way as with the mechanical adjustments, the customer can make the suspension softer or firmer simply by clicking in the configuration menu.
The ABS Pro system on the 2023 S 1000 RR includes four-piston front brake calipers and a new, adjustable Brake Slide Assist feature. Photo courtesy BMW Motorrad.
ABS Pro with new Brake Slide Assist and ABS Pro “Slick” setting
Like its predecessor, the new RR has a brake system that is supremely effective on the road and on the track. At the front there are two radially mounted 4-piston fixed calipers in conjunction with 320 mm / 12.6-inch steel brake discs which are 4.5 mm / 0.18 inches thick (5.5 mm / 0.22 inches thick with forged and carbon fiber wheels). At the rear, deceleration is taken care of by a single-piston floating caliper with a 220 mm / 8.7-inch steel brake disc.
ABS Pro is standard on the new BMW S 1000 RR. In contrast to conventional ABS systems, ABS Pro offers extra safety when braking in turns. Even when braking hard in a leaning position, ABS Pro is able to prevent the wheels from locking, thereby reducing the risk of falling when leaning – even in the event of panic braking. In the “Race Pro” modes, the ABS function can be set to five different levels, with the ABS Pro function linked accordingly. A new feature of the current RR is the ABS Pro Setting “Slick” as part of the optional Ride Modes Pro. This setting adjusts for the use of slick track tires.
The new Brake Slide Assist function is an important and very helpful innovation for track riders. As in the new DTC Slide Control function, this new system is based on steering angle sensors and allows the rider to set a specific drift angle for so-called braking drifts while sliding into corners at a maintained speed.
From a technical point of view, a slip angle (drift angle) is set using the steering angle sensor response by limiting the brake pressure at the rear wheel by the ABS Pro system and by controlling the rear wheel slip by the engine drag torque control (MSR).
Due to their position on the motorcycle and the application of force via the handlebars, the rider has considerable influence on the drift behavior during braking. Brake Slide Assist provides support to the rider for this partially unstable riding condition of drifting.
As a component of the “Pro Modes” option, DBC Dynamic Brake Control provides the rider with additional support during braking. DBC increases safety when braking, even in difficult situations, by avoiding unintentional throttle activation. As soon as the sensor cluster supplies a certain deceleration value during braking, any simultaneous desire to accelerate on the part of the rider is detected as implausible and throttle valve opening is suppressed. This keeps the motorcycle stable and shortens the braking distance.
The right side of a 2023 BMW S 1000 RR. Photo courtesy BMW Motorrad.
Electronic Systems
The 6.5-inch TFT instrument cluster of the new RR has four available screen layouts (Pure Ride with the main details and 3 Core screens) and riders can choose what is displayed to suit their needs as before.
As a new comfort function, the last selected screen display appears after turning on the ignition again. The entire display is designed with a focus on sport riding and its breadth of information, display quality and, last but not least, user-friendliness are still unrivalled in the supersports segment.
In addition to a wide range of functions and information, the BMW Motorrad developers placed particular emphasis on the best possible readability of the 6.5-inch TFT display. It is linked to the Multi Controller on the left-hand handlebar panel and can be operated quickly, safely and conveniently from here.
The rider can choose between customized screen displays for various purposes. The Pure Ride screen, for example, provides all the necessary information for normal operation on the road, while the three Core screen displays are designed for the track and provide a corresponding range of information. In addition, the rev counter is displayed here both in analogue form (Core 1 and 2) and in the form of a bar graph (Core 3).
In the course of the development of the RR, several new functions were added. For example, the new instrument cluster features an optimized display of the rev counter. It now has a dashed area and a solid red area that is directly controlled by the engine control unit. The dashed area is to be avoided in continuous operation, but can be approached briefly, whereas the continuous red area is blocked. This new display scheme applies, for example, to a reduced warm-up rpm limit, speed limitation due to diagnosed faults, Launch Control or when the engine is not yet at operating temperature. Another new function of the rev counter is that it flashes together with the shift light.
Further new functions of the instrument cluster are preselection of a riding mode as well as navigation and entertainment as part of “Driving Modes Pro”.
Alongside the digital display of speed, revolutions per minute, selected mode, settings for ABS Pro, DTC and DDC and the menus, it is also possible to access the following wide range of information on the screen (depending on the options fitted), for example:
Current left/right lean angle.
Maximum left/right lean angle.
Current deceleration achieved in m/s2.
Maximum deceleration achieved in m/s2.
Torque reduction through DTC.
Speed warning (display “SPEED” if a predefined speed is exceeded).
Average speed.
Average fuel consumption.
Trip 1 and 2.
Odometer.
Fuel level.
Remaining range.
For riders using their new RR on the track, the new instrument cluster offers additional and highly usable data which can be accessed in a variety of screen display formats:
Lap time and lap distance.
Lap specific speeds (min, max, average).
Active riding mode per lap.
DTC setting value per lap.
Lean angle left/right.
Lean angle maximums left/right per lap.
Maximum DTC torque reduction per lap.
Maximum deceleration per lap.
Number of gear shifts per lap.
Average throttle grip position per lap.
Total laps, total riding time and total distance.
Best-ever lap time.
BMW has made it easier to remove the taillight/turn signals before taking the 2023 S 1000 RR on track. Photo courtesy BMW Motorrad.
Quicker removal of license plate bracket, M battery and USB charging socket
As before, the license plate bracket, the turn signals and license plate lights form one unit and the functions of the brake and taillights are integrated into the turn signals. The extremely compact grouping makes it easy to get the RR ready for track use in a few simple steps. Thanks to a modified wiring harness, which is now equipped with an LWS connector, disassembly is now even quicker and easier.
Compared to the predecessor model, the standard equipment has also been expanded to include the previous optional extras – A lightweight M battery and a USB charging socket.
Aerodynamics and Design
“With the winglets, we were able to achieve an optimum balance of downforce and drag and thus improve the RR’s performance once again.” Johann Sievers-Paulsen, Body Development S 1000 RR
When it was launched in 2009, the RR immediately stood out thanks to its extremely compact layout and super-sporty design. This has not changed, and the new RR delivers a perfect harmony of super-sporty design, every-day usability and focused track use.
A newly designed rear section with pillion cover make the current RR look even sportier. The shorter license plate bracket is new as is the Endurance seat, which is available as part of the original BMW Motorrad accessory range. The rear pillion cover is available as an optional extra for the pillion seat.
BMW has added aerodynamic winglets to the front fairing of the 2023 S 1000 RR. Photo courtesy BMW Motorrad.
Winglets
One of the main areas of focus in the development of the RR was aerodynamics. This area has played a central role in both MotoGP and in the Superbike World Championship for several years now, with the aim of improving lap times even further. While for decades the developers of racing motorcycles concentrated almost exclusively on aerodynamic resistance (“drag”) and thus essentially on the best achievable top speed, today the focus is on other aerodynamic aspects for Superbikes and MotoGP bikes with outputs of well over 200 hp.
In addition to achieving the highest possible maximum speed, which is absolutely necessary for race victories, another goal, especially with these extremely powerful machines, is to achieve the best possible contact between the tires and the road – especially during acceleration.
Wheelies are absolutely undesirable from a racing dynamics point of view, as the drive force in a wheelie is not converted 100 percent into forward propulsion but into the rising of the front end of the motorbike. Accordingly, the traction control kicks in to prevent wheelies and thus maximize the forward driving force. Valuable tenths of a second are saved here.
The winglets on the front fairing of the new RR take this scenario into account as they generate up to 22 lbs. of aerodynamic downforce and thus an additional front wheel load depending on the speed. The additional wheel load on the front wheel counteracts the wheelie tendency during acceleration, thus the traction control system has to regulate less, making more drive power available for acceleration and leading to improved lap times.
The BMW Motorrad developers countered the slightly increased aerodynamic resistance caused by the small additional frontal area and shape of the winglets with a newly designed high windshield. This helps improve the flow around the rider’s helmet. A further aerodynamic improvement was achieved by partitioning off the lower triple clamp.
The dynamic design of the RR featuring a color scheme with three individual characters: The basic variants of Blackstorm metallic, Style Passion in Racing Red non-metallic and the racing-oriented Lightwhite non-metallic/BMW M. The now black covers for the alternator and clutch are featured in all three paintwork finishes.
Option Packages
M Package – Lightwhite paint with M lettering and new clear coat, M footrests, black fuel filler cap, M Carbon wheels, M sports seat. As an alternative to the M Carbon wheels, the customer can also choose the M forged wheels.
Upside-down telescopic fork, 45 mm slide tube diameter
Spring preload, rebound and compression adjustable
Optional DDC electronically adjustable damping
Rear suspension
Aluminum underslung double-sided swingarm
Central spring and shock absorber
Spring preload, rebound and compression adjustable
Optional DDC electronically adjustable damping
Suspension travel front / rear
inches
4.7 / 4.6
Wheel castor
inches
3.9
Steering head angle
degrees
23.6
Brakes, front
Twin 320 mm / 12.6-inch floating disks
4-piston fixed calipers
Brakes, rear
Single 220 mm / 8.7-inch, single-piston floating caliper
ABS
BMW Motorrad ABS Pro, partially integral, disengageable
Traction control
BMW Motorrad DTC
Wheels
Standard die-cast aluminum wheels
Optional M forged aluminum or M Carbon wheels
Wheels, front / rear
inches
3.50 x 17 / 6.00 x 17
Tires, front / rear
120/70 ZR17 / 190/55 ZR17
Length x width at mirrors
inches
81.6 x 33.3
Wheelbase
inches
57.4
Seat height
inches
32.4
Weight, DIN unladen, fully fueled
lbs.
434.3 standard trim, 430.8 with Race Package
426.6 with M Package
Permitted total weight
lbs.
897
Fuel tank capacity
gallons
4.4
Acceleration, 0-62 mph
seconds
3.2
Top speed
mph
186+
BMW Group In America
BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and Rolls-Royce Motor Cars; Designworks, a strategic design consultancy based in California; a technology office in Silicon Valley, and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is the BMW Group global center of competence for BMW X models and manufactures the X3, X4, X5, X6 and X7 Sports Activity Vehicles. The BMW Group sales organization is represented in the U.S. through networks of 350 BMW passenger car and BMW Sports Activity Vehicle centers, 146 BMW motorcycle retailers, 105 MINI passenger car dealers, and 38 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.
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Content Scaling
Default
Text Magnifier
Readable Font
Dyslexia Friendly
Highlight Titles
Highlight Links
Font Sizing
Default
Line Height
Default
Letter Spacing
Default
Left Aligned
Center Aligned
Right Aligned
Visually Pleasing Experience
Dark Contrast
Light Contrast
Monochrome
High Contrast
High Saturation
Low Saturation
Adjust Text Colors
Adjust Title Colors
Adjust Background Colors
Easy Orientation
Mute Sounds
Hide Images
Hide Emoji
Reading Guide
Stop Animations
Reading Mask
Highlight Hover
Highlight Focus
Big Dark Cursor
Big Light Cursor
Cognitive Reading
Virtual Keyboard
Navigation Keys
Voice Navigation
Accessibility Statement
www.roadracingworld.com
November 13, 2026
Compliance status
We firmly believe that the internet should be available and accessible to anyone, and are committed to providing a website that is accessible to the widest possible audience,
regardless of circumstance and ability.
To fulfill this, we aim to adhere as strictly as possible to the World Wide Web Consortium’s (W3C) Web Content Accessibility Guidelines 2.1 (WCAG 2.1) at the AA level.
These guidelines explain how to make web content accessible to people with a wide array of disabilities. Complying with those guidelines helps us ensure that the website is accessible
to all people: blind people, people with motor impairments, visual impairment, cognitive disabilities, and more.
This website utilizes various technologies that are meant to make it as accessible as possible at all times. We utilize an accessibility interface that allows persons with specific
disabilities to adjust the website’s UI (user interface) and design it to their personal needs.
Additionally, the website utilizes an AI-based application that runs in the background and optimizes its accessibility level constantly. This application remediates the website’s HTML,
adapts Its functionality and behavior for screen-readers used by the blind users, and for keyboard functions used by individuals with motor impairments.
If you’ve found a malfunction or have ideas for improvement, we’ll be happy to hear from you. You can reach out to the website’s operators by using the following email
Screen-reader and keyboard navigation
Our website implements the ARIA attributes (Accessible Rich Internet Applications) technique, alongside various different behavioral changes, to ensure blind users visiting with
screen-readers are able to read, comprehend, and enjoy the website’s functions. As soon as a user with a screen-reader enters your site, they immediately receive
a prompt to enter the Screen-Reader Profile so they can browse and operate your site effectively. Here’s how our website covers some of the most important screen-reader requirements,
alongside console screenshots of code examples:
Screen-reader optimization: we run a background process that learns the website’s components from top to bottom, to ensure ongoing compliance even when updating the website.
In this process, we provide screen-readers with meaningful data using the ARIA set of attributes. For example, we provide accurate form labels;
descriptions for actionable icons (social media icons, search icons, cart icons, etc.); validation guidance for form inputs; element roles such as buttons, menus, modal dialogues (popups),
and others. Additionally, the background process scans all the website’s images and provides an accurate and meaningful image-object-recognition-based description as an ALT (alternate text) tag
for images that are not described. It will also extract texts that are embedded within the image, using an OCR (optical character recognition) technology.
To turn on screen-reader adjustments at any time, users need only to press the Alt+1 keyboard combination. Screen-reader users also get automatic announcements to turn the Screen-reader mode on
as soon as they enter the website.
These adjustments are compatible with all popular screen readers, including JAWS and NVDA.
Keyboard navigation optimization: The background process also adjusts the website’s HTML, and adds various behaviors using JavaScript code to make the website operable by the keyboard. This includes the ability to navigate the website using the Tab and Shift+Tab keys, operate dropdowns with the arrow keys, close them with Esc, trigger buttons and links using the Enter key, navigate between radio and checkbox elements using the arrow keys, and fill them in with the Spacebar or Enter key.Additionally, keyboard users will find quick-navigation and content-skip menus, available at any time by clicking Alt+1, or as the first elements of the site while navigating with the keyboard. The background process also handles triggered popups by moving the keyboard focus towards them as soon as they appear, and not allow the focus drift outside it.
Users can also use shortcuts such as “M” (menus), “H” (headings), “F” (forms), “B” (buttons), and “G” (graphics) to jump to specific elements.
Disability profiles supported in our website
Epilepsy Safe Mode: this profile enables people with epilepsy to use the website safely by eliminating the risk of seizures that result from flashing or blinking animations and risky color combinations.
Visually Impaired Mode: this mode adjusts the website for the convenience of users with visual impairments such as Degrading Eyesight, Tunnel Vision, Cataract, Glaucoma, and others.
Cognitive Disability Mode: this mode provides different assistive options to help users with cognitive impairments such as Dyslexia, Autism, CVA, and others, to focus on the essential elements of the website more easily.
ADHD Friendly Mode: this mode helps users with ADHD and Neurodevelopmental disorders to read, browse, and focus on the main website elements more easily while significantly reducing distractions.
Blindness Mode: this mode configures the website to be compatible with screen-readers such as JAWS, NVDA, VoiceOver, and TalkBack. A screen-reader is software for blind users that is installed on a computer and smartphone, and websites must be compatible with it.
Keyboard Navigation Profile (Motor-Impaired): this profile enables motor-impaired persons to operate the website using the keyboard Tab, Shift+Tab, and the Enter keys. Users can also use shortcuts such as “M” (menus), “H” (headings), “F” (forms), “B” (buttons), and “G” (graphics) to jump to specific elements.
Additional UI, design, and readability adjustments
Font adjustments – users, can increase and decrease its size, change its family (type), adjust the spacing, alignment, line height, and more.
Color adjustments – users can select various color contrast profiles such as light, dark, inverted, and monochrome. Additionally, users can swap color schemes of titles, texts, and backgrounds, with over seven different coloring options.
Animations – person with epilepsy can stop all running animations with the click of a button. Animations controlled by the interface include videos, GIFs, and CSS flashing transitions.
Content highlighting – users can choose to emphasize important elements such as links and titles. They can also choose to highlight focused or hovered elements only.
Audio muting – users with hearing devices may experience headaches or other issues due to automatic audio playing. This option lets users mute the entire website instantly.
Cognitive disorders – we utilize a search engine that is linked to Wikipedia and Wiktionary, allowing people with cognitive disorders to decipher meanings of phrases, initials, slang, and others.
Additional functions – we provide users the option to change cursor color and size, use a printing mode, enable a virtual keyboard, and many other functions.
Browser and assistive technology compatibility
We aim to support the widest array of browsers and assistive technologies as possible, so our users can choose the best fitting tools for them, with as few limitations as possible. Therefore, we have worked very hard to be able to support all major systems that comprise over 95% of the user market share including Google Chrome, Mozilla Firefox, Apple Safari, Opera and Microsoft Edge, JAWS and NVDA (screen readers).
Notes, comments, and feedback
Despite our very best efforts to allow anybody to adjust the website to their needs. There may still be pages or sections that are not fully accessible, are in the process of becoming accessible, or are lacking an adequate technological solution to make them accessible. Still, we are continually improving our accessibility, adding, updating and improving its options and features, and developing and adopting new technologies. All this is meant to reach the optimal level of accessibility, following technological advancements. For any assistance, please reach out to
