2024 BMW S 1000 RR Better Aerodynamics

It’s the first word that comes to mind when I swing a leg over a 1,000 cc superbike, especially a pricey one like the S 1000 RR. A lack of respect on a bike like this and a rider might find themselves in a gurney with a fist full of insurmountable repair bills. Thankfully, the S 1000 RR does come with a full suite of electronic aids to help soften that edge.
ABS control, throttle response, launch control, Dynamic Traction Control (DTC), wheelie control, slide control, pit lane limiter, DBC (Dynamic Brake Control), Hill Start Control Pro, and engine braking are all electronic toggles a rider can endlessly tweak in the intuitive but daunting user interface on the dash. I can bore you with the details of each ride mode or simply cut to the chase - it is worth the time and effort to customize a Race Pro map to your needs.
I am normally a “set it and forget it” kind of rider with fancy electronics, but riding on my home track of Chuckwalla Valley Raceway I knew what a good lap should feel like, and so I began scrolling, tapping, and pushing buttons towards my ideal setting. I softened the rebound of the suspension, turned engine response all the way up, but still had a safety net of DTC, ABS, wheelie control, and slide control, all on a mild setting. It took a few sessions to really dial it in, but once it was done the new setting felt great. If the BMW had a permanent living space in my garage it would be nice knowing that my bespoke map setting is saved and ready for the next track day.
As far as a track-day bike goes, it is difficult to ask for more from a motorcycle. Beyond the infinitely tunable electronics, the S1kRR also features a quickshifter (for up and down) and four different dash interfaces optimized to show the most important data while track riding. Track-day riders will appreciate BMW’s efforts to make the S 1000 RR easily transform into a race-track-ready machine. Components like the billet aluminum adjustable rear sets, a reversible shifter to swap between traditional or GP shift, a swingarm that allows for shock height and pivot changes, simplified wheel removal mods, and even a tail light section designed for quick unplug to avoid that dreaded duct tape covering.
From my last ride on the BMW many years ago, I recalled feeling dwarfed by the ergonomics and a nagging sensation of a slow turn-in on the bike. The S 1000 RR has since undergone sweeping change, from the powerplant to refinements made to the frame and chassis, yet it still felt and rode the same as I remembered. It goes impressively fast, it brakes with accuracy, and once in the corner it was stable and confidence-inspiring. But I still fought the same sluggish turn in and felt overwhelmed by the girth and size of the liter bike. No amount of electronics could change that, at least not for this rider.