Bench Racing: The New BMW S 1000 RR

[mika]

This weekend the S 1000 RR will be making its US debut. The Home Page gave us a preview with the Overall Concepts and Features from the BMW press release at the Monza world debut of the bike. What follows is the rest of the information in that 42 page document.

I have not edited it beyond adding bolding where appropriate. This is in BMW’s words and with the spelling of the world release document. For example, you will find tyres instead of tires and colour instead of color. Who knew the rest of the world doesn’t spell things the way they taught the MS spellchecker in grades school


The last post in this batch is pricing. As this goes to the forum that information is not available. I will edit that post by inserting the pricing when available. Posting this gives us a chance to dissect the bike itself. When pricing is available we then can make some judgments about price v value.

I have not had the chance to read it beyond a first overview. Therefore I will not make any comments in this set of posts. I am very interested in your comments after you have looked through the view from the MotherShip.

Any thread like this is worthless without pictures. Here is a link to the S 1000 RR Gallery of pictures from BMW world press release.

The New BMW S 1000 RR.
Contents.

Drivetrain....................................... Post 2,3,4
Suspension and Running Gear..............Post 5,6
Electric and Electronics......................Post 7 (Through Range of Colours included)
Body and Design.
Range of Equipment.
Engine Output and Torque
Specifi cations. .
Range of Colours.
Pricing.............................................Post 8

Pricing was announced in this July press release

BMW MOTORRAD ANNOUNCES PRICING FOR S 1000 RR
• 15.07.2009
• Press Release
Woodcliff Lake, NJ – July 15, 2009… BMW Motorrad USA has announced that the long-awaited S 1000 RR sport bike – expected to arrive in U.S. dealerships in December -- will have a manufacturer’s suggested retail price of $13,800. A Pre-Sale Program is currently under way through December 31, 2009 to ensure that interested customers can secure themselves a place in line when the bike arrives in US dealerships in early 2010. Interested consumers should visit their local dealer or www.BMWPlanetPower.com for more information on the Pre-Sale program.

“We have had tremendous interest in this bike since it was first unveiled in Monza earlier this year,” commented Todd Andersen, Marketing Manager, BMW Motorrad USA. “The S 1000 RR represents an entirely new dimension for BMW Motorrad and the sport bike segment. At this price, we expect a significant number of customers to take advantage of our Pre-Sale program. In fact, all of our first month’s production has already been sold through this program.”

Options for the S 1000 RR are available at the following prices:
Motorsports Paint Scheme: $750
Race ABS: $1,000
Race ABS & Dynamic Traction Control (DTC) $1,480
Gear Shift Assistant: $450
Anti Theft Alarm: $395

BMW launched the most anticipated new sport bike in recent history, the S 1000 RR, at the famed Monza racetrack, in Italy, during the Superbike World Championship race weekend on May 9, 2009. The S 1000 RR, weighing only 404 lbs and delivering a massive 193 hp, is one of the most potent, sophisticated and lightest sport bikes ever produced. It holds the distinction of being the most powerful production 1000cc sport bike in the world.

In addition to the class-leading power plant, the BMW S 1000 RR possesses new technical features, such as the first-ever four-stage Race ABS system with settings for Rain, Sport, Race and Slick conditions. The groundbreaking new ABS system weighs only about 5.5 lbs complete -- nearly 20 lbs lighter than the competition.

With its highly distinctive new asymmetrical headlights, which follow the very elegant and unique asymmetrical panels, this first BMW Superbike promises to standout from the crowd of liter-class bikes.

The production version of the S 1000 RR was officially unveiled in the U.S. at Miller Motorsports Park in Utah during WSBK races, during the last weekend of May. Following its U.S. unveiling, BMW’s official S 1000 RR ambassadors, have been traveling to dealerships across the nation for special S 1000 RR presentations, track days and dealer events during the Pre-Sale Program.

For blogs, S 1000 RR events, images, tech specs, and news and about the new BMW S 1000 RR, visit the exclusive S 1000 RR microsite http://www.bmwplanetpower.com.
The site provides links to other key websites, including:
* S 1000 RR Official Web Site at www.S1000RR.com
* BMW Motorrad Motorsports at http://www.bmw-motorrad.com/com/en/motorsports/motorsport_main.html
* BMW XPLOR Rider Community at www.bmwxplor.com
* BMW Motorrad USA at www.bmwmotorcycles.com

 

[mika]

2. Drivetrain.
The new straight-four on the S 1000 RR again lives up to the consistent principle
of BMW Motorrad maintained over a period of no less than 85 years and
applied throughout 25 years of four-cylinder development to provide superior
and unique technical standards going far beyond the usual level of technology.

Largest cylinder bore in the segment measuring 80 millimetres or 3.15".
The crankshaft on the S 1000 RR is forged out of one single piece of heattreated
steel, runs in anti-friction bearings and comes with the traditional
crank angle of 180?? for a consistent fi ring distance at all times. Both the main
and the conrod bearing journals measure 34 millimetres or 1.34" in diameter.
Running in anti-friction bearings, the connecting rods are forged out of extralight
heat-treated steel. Measuring 103 millimetres or 4.06" in length, they help
to keep the engine low and compact, saving space and lowering the centre
of gravity even further, with lateral forces on the pistons remaining within
reasonable limits and the engine running smoothly and consistently under all
conditions.

Together with their anti-friction bearings, the connecting rods weigh just
334 grams. The upper conrod opening comes without a bearing bush and
measures 17 millimetres or 0.67" in diameter. Two lubrication openings in the
upper eye of the conrod and positioned at an angle of 45?? to the vertical axis
of the rod ensure a reliable supply of oil to the piston pin bearings at all times.
The connecting rods are split horizontally by the proven cracking method, with
the large conrod opening being cracked exactly as required on its centre level
by a sudden pulling force applied hydraulically. The fracture formed in this way
ensures extremely precise subsequent assembly without any further centring of
the components being required.

The cylinder liners with their nikasil coating incorporate forged lightweight box
pistons measuring 80 millimetres or 3.15" in diameter and featuring a very short
piston skirt. Further highlights are the two narrow piston rings optimised for
minimum friction and a three-piece oil scavenger ring.

Through their low and dynamic design and confi guration, the combustion
chambers, piston base and valve pockets make the entire combustion process
very smooth and effi cient in thermodynamic terms, with the contours of the
piston base being optimised for minimum weight. The pistons themselves,
together with their bolts and rings, weigh just 253 grams each.

To remove and dissipate heat, the pistons are cooled at the bottom under high
thermal loads by oil injection nozzles in the crankcase. This ensures supreme
reliability even under extreme running conditions and extends the overall
running life of the pistons.

Ultra-compact, extra-stiff cylinder crankcase unit.
Split horizontally down the middle of the crankshaft, the cylinder crankcase is
made of extra-strong aluminium alloys. The compact die-cast upper section
forms an extra-stiff combination with the four cylinders and the upper bearing
mounts for the crankshaft. The upper half of the crankcase also takes up the
light and compact six-speed gearbox.

Together with its all-round coolant shell, the cylinder block is designed for
maximum stiffness in closed-deck confi guration and the cylinder liners come
with a wear-proof, low-friction nikasil coating.

The lower section likewise die-cast forms the counter-piece for the main
crankshaft bearing as well as the bearing on the gearbox drive shaft.

Cylinder head and cam follower valve drive based on
BMW Formula 1 technology.

Overall output, performance characteristics, the quality of the combustion
process and fuel consumption depend largely on the cylinder head and valve
drive. In its design and overall confi guration, the four-valve cylinder head
featured on the S 1000 RR thus offers ideal duct geometry, compact dimensions,
optimum thermodynamics, and an effi cient heat balance. The narrow
valve angles help to provide ideal intake ducts as well as a compact combustion
chamber for high compression and optimum all-round effi ciency.

Seeking to achieve maximum power and supreme running smoothness even at
very high speeds while at the same time offering a very stiff structure, keeping
moving masses to a minimum and optimising the timing overlap on the valves,
the S 1000 RR comes with cam follower control on all moving valve components,
with the cylinder head very compact in design, particularly in terms of its
height.

Valve play is compensated by means of very small and light adjustment platelets
running on the spring plates. On the intake side the spring plates are made of an
extra-light aluminium-fi bre material.

The moving masses of the cam followers featured on the S 1000 RR are
approximately 50 per cent lower than with comparable cup tappets. Such
reduction of oscillating masses to an absolute minimum allows fast valve
acceleration for a power-oriented cam profi le and a high level of free valve
cross-sections.

This is also why the cam followers on the S 1000 RR are extremely short and
light in their structure and confi guration.

A further particular highlight in the design of the cylinder head is the arrangement
of the cam follower axes, with both the intake and the exhaust cam
followers facing to the rear in the direction of travel. This keeps the cylinder
head even more slender as on the usual arrangement with the bearing shafts at
the outside.

Tight valve angle and light titanium valves.

The valve angle is 11.2?? on the intake side and 13.3?? on the exhaust. The two
camshafts made of heat-treated steel and arranged directly above the valves
are driven by a toothed chain running on a secondary gear shaft just above the
crankshaft. The intermediate gear used in this confi guration helps to keep the
toothed chain driving the camshafts shorter than would otherwise be the case,
ensuring even greater precision in valve timing and keeping the engine slimmer
on the level of the crankshaft.

The intermediate gear transmission also helps to keep the two drive wheels on
the crankshafts very short, with the overall layout of the cylinder head remaining
very compact.

Optimised valve springs as well as a hydraulic tightening mechanism for
minimum friction serve, fi nally, to minimise both running and drag forces,
enhancing the standard of power and performance once again.

Made of extra-light titanium, the intake and exhaust valves are operated by
very small and light individual cam followers. The overall geometric layout of
the cylinder head allows an ideal transmission ratio on the cam followers of
approximately 1:1, reducing fl exural forces and bending to an absolute minimum
and therefore serving to keep the arms very light and almost fi ligree in their
construction.

Use of such extremely small and light cam followers offers utmost freedom in
choosing the optimum valve lift curves and, therefore, the very best power and
performance characteristics both for the road and the race track.

Largest valve plate diameter in this segment.

The rev limit on the production version of the S 1000 RR is 14,200 rpm, while in
purely mechanical terms the engine could run much faster.

Thanks to the large cylinder bore of 80 millimetres or 3.15", valve plate diameter
is larger than on all other engines in this segment, providing the ideal basis
for maximum output and performance: Valve plate diameter on the intake side
is 33.5 millimetres or 1.32" and 27.2 millimetres or 1.07" on the exhaust side,
setting a new record in the supersports 1000-cc segment in the interest of
a maximum cylinder charge and an optimum charge cycle.

The valve shafts, in turn, measure 5 millimetres or 0.197" in diameter.
The intake ducts are machined asymmetrically at the transition point leading to
the valve seat rings in order to improve the fl ow of gas and optimise the cylinder
charge for even more power at high engine speeds.

The low and fl at design of the combustion chamber guarantees a very high level
of geometric compression with a thermodynamically optimised cylinder base
largely smooth from one side to the other.

With its compression ratio of 13:1, the power unit of the S 1000 RR comes right
at the top in terms of production engines, offering an ideal combustion process
for optimum power yield and maximum effi ciency.

Proven and compact wet sump lubrication.

The lubricating system on the S 1000 RR is a proven wet sump system using
an Eaton oil pump.

Oil is cooled not by a heat exchanger, but rather by a separate oil cooler
integrated beneath the radiator in the lower section of the fairing for superior
fl ow conditions and aerodynamic qualities. Use of an oil cooler prevents any
undesired, additional thermal exposure of the coolant and therefore allows the
use of a smaller and lighter radiator reducing the amount of coolant required.
The oil level is checked in a very practical and simple manner by means
of an inspection glass on the left side of the engine beneath the alternator
cover. Engine oil capacity is 3.9 litres or 0.86 imp gals including the fi lter.

Perfect cooling concept for optimum fl ow conditions, good thermal
balance and low weight.

An innovative cooling concept gives the power unit of the S 1000 RR an
optimum thermal balance at all times: The coolant fl ows through the cylinder
head in crosswise direction, the appropriately cooled coolant fl owing into the
cylinder head on the right-hand side, that is on the hotter exhaust section. So
precisely where the temperatures are highest, intense cooling on the cylinder
head ensures a fast fl ow of coolant and, accordingly, an optimum temperature
balance for optimum power and performance.

Fitted on the right-hand side of the engine, the coolant pump, like the oil pump,
is driven by a single roller chain running on the gearbox drive shaft. The amount
of coolant (50 per cent water, 50 per cent anti-freeze) required is only 2.9 litres
or 0.64 imp gals.

The radiator is in bent trapezoidal design and is fi tted upfront of the engine
beneath the cylinder head to provide optimum balance and superior aerodynamic
fl ow conditions. Thanks to its high standard of effi ciency as well as
elaborate tests in the wind tunnel to optimise the fairing and fl ow conditions in
terms of aerodynamics, the cooling surface required is relatively small at just
955 sq cm, suffi cient to ensure reliable dissipation of heat under all conditions.
To provide an optimum fl ow of air to the radiator, BMW Motorrad has developed
a patented air guidance concept ensuring maximum effi ciency in the removal
and dissipation of heat. In all, therefore, an elaborately calculated aerodynamic
concept developed in the wind tunnel interacts perfectly with optimum removal
of outgoing air from the fairing.

The engine spoiler helps to provide a sophisticated, highly aerodynamic fl ow
of air effectively cooling both the oil sump and the manifolds.

Light and compact ancillary units.

Minimum width, compact and, above all, light structures were the essential
points also in the design and arrangement of the electrical ancillaries on the
engine and their drive systems. The alternator featuring a permanent magnet,
for example, is fi tted on the left end of the crankshaft, generating 434 W at
6,000 rpm and confi gured for a maximum speed of 16,000 rpm.

The layshaft starter arranged on the left of the upper half of the engine block
behind the cylinders generates maximum output of 800 W and weighs
1,050 grams. The starter is connected to the engine by a free-wheel and acts
at a transmission ratio of 1:24.61 on the outer left crankweb designed as a spur
gear. To keep weight to a minimum, the left-hand side cover on the alternator
and starter is made of extra-light magnesium.

Multi-disc anti-hopping oil bath clutch, six-speed gearbox and HP
gearshift assistant (optional).

Torque is transmitted from the crankshaft via a straight-toothed primary drive at
a ratio of 1:1.652 to the anti-hopping wet clutch with a total of ten friction plates
(diameter 132.4 mm or 5.22").

Applying the anti-hopping principle, BMW Motorrad meets all the requirements
of supersports riding, particularly on the race track. The braking power of the
engine in overrun is transmitted to the rear wheel by the clutch only in part, that
is only to a limited extent. When braking hard and shifting down at the same
time, this prevents the rear wheel suddenly running under much less load due
to the dynamic distribution of wheel loads from abruptly locking and juddering,
keeping the motorcycle smooth, stable, and easy to handle also when applying
the brakes.

The clutch is disengaged in overrun mechanically by a ramp mechanism, with
clutch operation via a hand lever and with maximum manual forces limited to
80 Newton. The operating forces generated are transmitted via a cable to the
disengagement lever on the left side of the engine and from there through
a thrust rod to the clutch pressure plate.

This saves substantial weight compared with hydraulic operation of the clutch,
just as the clutch cover made of extra-light magnesium serves to reduce weight
to a minimum, again refl ecting one of the most signifi cant objectives in the
design process.

The dog-shift six-speed gearbox is very compact and light. The individual gears
are shifted by a light, composite steel shift cylinder and shift forks resting on
three points.

To keep the gearbox and transmission system as compact and short
as possible, the primary and secondary shafts are positioned on top of one
another, thus saving a lot of space. Again, this reduces the overall length of
the engine and allows the use of a long rear-wheel swing arm in the interest
of optimum traction.

Kept hollow in its structure again in the interest of minimum weight, the gearshift
cylinder runs in anti-friction bearings. The shift forks are made of steel and
are lubricated by compressed oil. The gears themselves come with straight
teeth, the gear claws and pockets being cut back within to ensure optimum
gear mesh. The transmission of power to the rear wheel, fi nally, is ensured by
a 525 O-ring roller chain on the left side of the engine.

The S 1000 RR offers the customer the option to choose the HP Gearshift
Assistant featured for the fi rst time on the HP2 Sport, thus enabling him to shift
up without operating the clutch and therefore with hardly the slightest interruption
of power and pulling force. In the process the ignition and fuel supply are
interrupted for fractions of a second in order to keep the gearshift absolutely
smooth and even very soft. The advantage, obviously, is even faster acceleration,
with the rider gaining valuable fractions of a second.

The optional HP Gearshift Assistant may be combidrivetrainned with sports
footrests available as special equipment.

 

[mika]

Engine management with cylinder-specifi c anti-knock control for
maximum power and performance.

The S 1000 RR comes with the most advanced and sophisticated digital motor
electronics currently available on a motorcycle. The software incorporated in this
sophisticated BMS-KP (short for BMW Engine Management with Anti-Knock
Control) is an in-house development by BMW Motorrad specifi cally for motorcycle
applications. Fully sequential, cylinder-specifi c fuel injection, integrated
anti-knock control, ultra-fast processing of a wide range of sensor signals by
the most advanced microelectronics, a compact layout, low weight and selfdiagnosis
are the most important features of this sophisticated system. And to
meet the requirements of a supersports machine, the engine management unit
comes on the S 1000 RR with an even faster central computer developed to an
even higher standard and fully adapted to this unique machine.

Torque-based engine management takes a wide range of different parameters
and criteria into account. The supply of torque and the sensitive adjustment of
engine running conditions, for example, follow all kinds of requirements tailored
to the riderÔÇÖs needs.

The main parameter in controlling the engine is the amount of air drawn in
determined indirectly through the throttle butterfl y angle and the running speed
of the engine. Taking additional engine and ambient parameters (including
engine temperature, air temperature, ambient air pressure) into account,
the engine control unit, together with control maps integrated in the system
and appropriate correction functions, determines the ideal injection volume and
ignition timing.

Fuel grade is premium unleaded, that is at least 95 octane. And thanks to
cylinder-specifi c anti-knock control, the power and performance of the engine
may be raised to an even higher standard when running on higher-octane fuel.

Variable intake manifold length for an optimum torque curve and
maximum power.

Fuel injection is fully sequential, meaning that fuel is injected individually in
accordance with the intake stroke of the respective cylinder into the intake duct.
To improve the torque curve, the S 1000 RR comes with highly elaborate intake
manifolds varying in length according to current requirements: Depending on
engine speed an adjuster motor fi tted on the airbox varies the length of the
intake manifolds through map control in two stages.

Serving to provide an optimum cylinder charge, the appropriate amount of fuel
is fed into the engine at all times through four injection jets each on the throttle
butterfl y rail and above the intake manifold. Depending on engine speed and the
power required, the injection jets are controlled either separately or together in
one process.


Variable pressure control for an ideal supply of fuel.
Instead of a refl ow pipe, the fuel supply system uses variable pressure control
to deliver only as much fuel as the engine really requires at any given point in
time. This sophisticated fuel supply management allows virtually any change
or modifi cation of fuel supply pressure for optimum fuel/air mixture formation
ensured by operating the electrical and, for the fi rst time, fully controlled fuel
pump at a high pressure of 3ÔÇô5 bar.

Such adjustment of fuel pressure as a function of current operating conditions is
quite unique in the supersports segment.

The fuel/air mixture is controlled for environmental purposes by means of
two oxygen sensors fi tted at the junction points on the exhaust manifolds to
precisely monitor the composition of exhaust gas.

The BMS-KP (BMW Engine Management with Anti-Knock Control) management
unit on the S 1000 RR integrates the automatic idle control and cold start
enrichment functions by way of electronically controlled throttle butterfl ies. Idle
speed is automatically raised whenever required while warming up by increasing
the level of engine speed by way of the engine management.

E-gas for optimum response and precise gas dosage.

The throttle butterfl ies measuring 48 millimetres or 1.89" in diameter are
controlled by an electric motor forming an E-gas or ride-by-wire system. In this
process the riderÔÇÖs commands are transmitted to a sensor from the cable on
the gas handle.

All-electronic engine management then converts the riderÔÇÖs commands into
an appropriate torque signal, with the throttle butterfl y controlled electronically.
With all torque factors being taken into account in this way, the system ensures
optimum rideability under virtually all conditions until the traction control
intervenes.

The E-gas system uses the three-level monitoring concept already proven
in its qualities on BMW cars. As an additional feature, the S 1000 RR comes
with a mechanical link connecting the cable to the electronic control unit and
enabling the rider to close the throttle butterfl y under all conditions.

Intake manifold with optimum air supply for the best cylinder charge.

The engineers at BMW Motorrad have used virtually every millimetre on the
S 1000 RR to make the intake system as large as possible, giving it maximum
volume. The airbox with its pure air capacity of 7.9 litres, for example, is directly
above the engine and is likewise designed for maximum power and torque all
in one.

Air intake is at the central point with maximum ram pressure on the upper
section of the fairing between the two headlights. From there intake air fl ows on
an ideal straight path through an air duct to the steering head shaft right and left,
past the steering head, directly into the airbox and from there to the vertically
arranged plate air fi lter.

While other manufacturers in the supersports segment all use a lying or
horizontal plate air fi lter, the disadvantage in that case is that the fl ow of air has
to be diverted. The S 1000 RR avoids such unfavourable diversion of intake air,
with the air duct leading from the air intake opening to the steering head shaft
serving at the same time as the support for the instrument cluster, rear-view
mirrors, headlights and horn. And made of extra-light pressure-cast magnesium,
this component not only saves the need for separate supports, but also reduces
weight to a minimum.

The air inlet in the upper section of the fairing uses the ram-air effect almost
perfectly through its position, supporting the air supply process very effi ciently
at high speeds, with up to 30 mbar overpressure in the airbox, depending on the
current speed of the machine.

At a speed of 250 km/h or 155 mph, for example, this means an extra 4 kW
engine output. This is superior to all competitors in this segment and again
clearly underlines the quality of airfl ow in and from the airbox and, quite generally,
the supply of air to the engine in the S 1000 RR.

Innovative high-performance exhaust system with interference
pipe butterfl ies.

The exhaust system on the S 1000 RR is likewise built for maximum
performance. For this reason, to save weight and to centralise all masses, the
development engineers at BMW Motorrad decided to fi t the exhaust system
beneath the engine, instead of choosing an under-seat solution.

The four individual manifolds of equal length fi rst merge beneath the engine
block into two pipes (4-in-2-in-1 principle) and then come together in an
extra-large pre-silencer with three chambers working according to the refl ection
principle. From there the fl ow of exhaust gas goes out through a short, light and
very dynamic absorption rear muffl er.

Both the outer skin and the interior of the complete system are made of
top-quality stainless steel.

To achieve optimum rideability as the prerequisite for sporting and dynamic
performance on the road and fast laps on the track, a homogeneous power and
torque curve is absolutely essential. The exhaust system on the S 1000 RR
therefore comes with two interference- type butterfl ies within two connection
tubes linking the two outer and the two inner manifolds in the immediate vicinity
of the exhaust ducts. Depending on various engine map parameters such as
engine speed and the position of the throttle butterfl y, an actuator opens and
closes both of these fl aps, opening or, respectively, interrupting the connection
between the two manifolds.

This coordinates oscillations in the fl ow of exhaust masses in order to reduce
exhaust gas counter-pressure at exactly the right point (like in a racing muffl er)
and increase the cylinder charge accordingly.

This technology never seen before on a production motorcycle makes a
signifi cant contribution to the homogenous and ÔÇ£beefyÔÇØ power and performance
characteristics of the engine, ensuring very good torque and boosting the
overall performance of the S 1000 RR to an even higher level.

The two metal-based catalytic converters with cell density of 100 cells/sq
inch are fi tted in the pre-silencers upfront of the manifold entry point. They
come complete with a rhodium/palladium coating combining high temperature
resistance with a long running life.

Small and light rear muffl er thanks to the exhaust manifold.

Maintenance of the strictest noise and emission limits despite supreme engine
power is ensured on the S 1000 RR by features such as an electronically
controlled exhaust fl ap positioned upstream of the rear-end muffl er, opening
up the exhaust pipe to its optimum cross-section as a function of increasing
engine speed. Varied in this way, the exhaust pipe cross-section provides
a deep engine rumble at lower to medium engine speeds, while the larger
cross-section opening up at higher speeds ensures maximum output and a very
sporting sound.

The very small and compact rear-end silencer accentuates the slender look of
the S 1000 RR and enables the rider to lean over to a very low angle in bends.
So here again, the rear silencer helps to ensure not only a sporting and powerful
sound, but also truly impressive output and performance on road and track.
Made of top-quality stainless steel, the complete exhaust system weighs a mere
10.7 kg or 23.6 lb. At the same time this is the most compact exhaust system
with fully controlled emission management in this entire segment.

As an option the S 1000 RR is available with a very light slip-on muffl er made
of titanium and with a carbon trim cover at the rear. The supplier of this special
muffl er in its very sporting and dynamic design is Akrapović?« .

Free choice of ÔÇ£RainÔÇØ, ÔÇ£SportÔÇØ, ÔÇ£RaceÔÇØ and ÔÇ£SlickÔÇØ riding modes for
optimum adjustment to road and track conditions.

At the simple touch of a button at the end of the right handlebar, the rider is able
to choose among various riding modes for all kinds of different conditions and
requirements such as riding on the road, on a wet surface, or the race track.
To make his choice, all the rider has to do is press the Mode Switch on the
right handlebar control unit until the display in the instrument cluster reaches
the mode desired. Then, pulling the clutch lever and turning the gas handle to
idle, the driver is able to confi rm his request also while riding and the mode is
switched accordingly.

The mode last chosen is always retained when re-starting the motorcycle.
When riding on a wet surface with reduced grip, the Rain Mode automatically
reduces maximum output to 110 kW (150 hp). This mode also provides
a particularly homogenous power and torque curve, with engine response and
power build-up by the engine being extra-smooth and soft.

When riding on a dry surface the Sport Mode provides full engine output
of 142 kW (193 hp) in combination with even more spontaneous and direct
response to the gas lever. This mode is intended above all for use on country
roads.

The Race Mode has been developed specifi cally for racing the S 1000 RR on
race tracks using street-legal supersports tyres. Here again the rider benefi ts
from the full power of the engine, with an even more direct and signifi cantly
more dynamic response at all speeds.

The Slick Mode is intended exclusively for racing on the track using slick tyres.
Like the Race Mode, this mode not only provides full engine power, but also
ensures maximum engine response for racing or riding under race-like conditions.
Contrary to the Race Mode, the Slick Mode allows DTC Dynamic Traction
Control to cut in permanently only from a side angle of 200. This, in turn, allows
the rider to wheelie for up to fi ve seconds when leaning over to an angle of less
than 200, ensuring optimum acceleration and pulling force when accelerating
out of a bend.

While the three modes Rain, Sport, and Race are activated by the rider directly
from the end of the handlebar, the Slick Mode comes with an activation lock
function provided by a code plug for the control unit beneath the riderÔÇÖs seat of
the S 1000 RR.

The rider is therefore required to fi rst insert this plug before activating the Slick
Mode, since apart from activating the even more dynamic engine set-up he
also in this way activates different ABS and Traction Control settings for driving
to the absolute limit on slick tyres. In this setting DTC is no longer suitable for
surfaces with an extremely low frictional coeffi cient such as wet cobblestone or
loose gravel.

Race ABS and DTC Dynamic Traction Control are combined individually with
the various riding modes, thus harmonising perfectly with one another for
maximum riding safety.

When required, the rider is able to deactivate the Race ABS and DTC Dynamic
Traction Control functions separately from one another.

 

[mika]

DTC Dynamic Traction Control for even greater safety when
accelerating.

As an option available straight from the factory, the S 1000 RR comes with DTC
Dynamic Traction Control refl ecting the truly outstanding performance, riding
dynamics, and supersports character of this new machine.
DTC Dynamic Traction Control is a development from motorsport featured,
for example, on the Superbike racing version of the S 1000 RR in the World
Superbike Championship. This important feature makes a signifi cant contribution
to the truly impressive overall performance and outstanding riding safety of
the S 1000 RR.

Particularly under changing riding conditions, on slippery surfaces and with
sudden changes in the frictional coeffi cient on the surface, BMW MotorradÔÇÖs
new DTC Dynamic Traction Control offers the rider signifi cant support and
assistance. This advanced system largely suppresses any undesired slip on the
rear wheel when accelerating and, therefore, avoids the otherwise inevitable
loss of lateral stability causing the rear wheel to break loose and, should the
worst come to the worst, leading to an accident.

Using the ABS sensors to compare the running speed of the front and rear
wheels as well as data supplied by the side angle sensor, the electronic control
unit recognises whether the rear wheel is spinning and reduces engine power
accordingly by taking back the ignition angle and intervening in the throttle
butterfl y position by way of engine management.

Unlike the former ASC systems used by BMW Motorrad, DTC Dynamic Traction
Control therefore also determines the side angle of the motorcycle by way of an
elaborate system of sensors, taking also this data into account whenever active.
Like BMW Motorrad Race ABS also available as a new feature, DTC Dynamic
Traction Control is combined in each case individually with the engine management
modes available.

In the Rain Mode for riding on a wet surface, traction control cuts in at a very
early point before reaching the friction limit on the tyres, thus offering the rider
maximum riding safety combined with signifi cant riding pleasure even under
diffi cult conditions.

In the Sport Mode, that is when riding on a dry road and, in particular, on
cross-country routes, traction control cuts in a lot later, since here the tyres have
a much better frictional coeffi cient on the surface. Under these conditions, DTC
Dynamic Traction Control therefore allows the rider to accelerate safely but
dynamically out of a bend, enjoying maximum riding pleasure on public roads.
In the Race Mode DTC Dynamic Traction Control goes much further to the
extreme, allowing a very sporting style of riding on the race track with streetlegal
sports tyres.

In the Slick Mode DTC Dynamic Traction Control is again set up perfectly for
the race track, but now considers the much greater grip provided by slicks and
enables the rider to choose all-out racing performance.

Although DTC Dynamic Traction Control offers the rider valuable support and
therefore represents a very signifi cant safety factor when accelerating, it is
obviously not able ÔÇô just like Race ABS ÔÇô to re-defi ne, let alone change, the
limits and laws of riding physics. In other words, the rider may still exceed these
limits on account of misjudgment or a riding error, which in an extreme case may
lead to an accident.

DTC Dynamic Traction Control does however help the rider to capitalise on the
dynamic performance of the S 1000 RR much more safely and much closer to
the limits of riding physics. And last but not least, the rider may also switch off
DTC Dynamic Traction Control via a separate button if he wishes.

Innovative suspension technology for supersports performance of the
highest standard.

Through its consistent concept, the S 1000 RR, as a genuine supersports
machine, offers not only the most outstanding drivetrain technology for
optimum performance at all times, but also comes with truly exceptional riding
precision ensuring unparalleled riding dynamics and almost playful agility. So
the suspension and running gear of the S 1000 RR likewise offers the highest
standard of excellence and sporting performance.

The ÔÇ£heartÔÇØ of the suspension is the aluminium bridge frame weighing just
11.98 kg or 26.42 lb, tilting the engine to the front at an angle of 32?? as a
load-bearing element.

While this type of frame is already state-of-the-art in large sectors of the
supersports segment, the engineers at BMW Motorrad, in developing the
S 1000 RR, focused consistently throughout the entire process on the need for
maximum riding dynamics. And particularly through their close communication
and cooperation with the departments responsible for drivetrain development
and design, they ultimately created a suspension and running gear setting new
standards in many respects.

Lightest supersports in the 1000-cc class with ABS.

Weighing just 206.5 kg or 455.3 lb in road trim and with a full tank, the new
S 1000 RR is the lightest supersports with an engine capacity of 999 cc and
Race ABS. But this alone is not suffi cient to explain the outstanding handling
qualities of the S 1000 RR quite in every respect. Rather, it is particularly the
machineÔÇÖs ideal centre of gravity carefully set-up in elaborate tests as well as the
geometry of the running gear that makes handling of this kind possible in the
fi rst place. The steering head angle of 66.1??, for example, is very steep, wheel
castor of 95.9 millimetres or 3.776" is appropriately short.

In the process of determining the ideal stiffness of the frame combined with
minimum weight, BMW Motorrad ÔÇô like in nearly all calculations and developments
for the new S 1000 RR ÔÇô focused consistently on computer models,
simulations, CAD technology, and countless riding tests.

 

[mika]

3. Suspension and Running Gear.

In conjunction with optimum ergonomics, the slender structure of the motorcycle
also helps to provide a particularly good and safe riding experience as well
as very smooth and easy handling.

Aluminium bridge frame with the engine serving as a load-bearing
element.

The result of this development process is an aluminium bridge frame made
up of four castings. This particularly confi guration serves above all to meet the
great challenges in designing a motorcycle with a very slim waist and a large
airbox. The spread of stiffness values follows a wide range of calculations and
simulations as well as many riding tests taking all kinds of variants into account.
The steering head and the two side sections with their integrated engine
mounts are manufactured in a tip casting process, while the rear section with
the rear engine mount, the swing arm supports as well as the mounting points
for the footrests and kinematic elements are made in a low-pressure die-casting
process. A high-precision welding robot then assembles the individual components
in the Aluminium Competence Centre at BMW MotorradÔÇÖs Berlin Plant to
form an extra-stiff and sturdy unit all round.

The rear frame section on the S 1000 RR is a welded structure made up of
square aluminium profi les bolted on to the frame. Again, this combines low
weight with superior stability and robust strength appreciated particularly by
competition riders and teams on the race track. A further advantage of this
confi guration is that it allows optimum access to the spring strut, for example
when changing the set-up for specifi c requirements.

Long rear-wheel double swing arm for optimum traction.

Consistently seeking to give the S 1000 RR optimum performance in every
respect, the development team at BMW Motorrad, in developing the suspension
and running gear, concentrated in particular on the mechanical grip of
the wheels and, accordingly, on the overall need for supreme traction. These
requirements are fulfi lled above all by the long rear-wheel swing arm helping
to reduce lift-up and wheel relief forces on the rear wheel thanks to the drive
and thrust forces conveyed by the upper and lower chain element. In practice
this means optimum transmission of drive power, superior performance and
a smooth and reliable response at the rear particularly while accelerating, with
substantial advantages for the rider.

With its effective overall length between the swing arm rotation point and the
rear wheel axle of 593 millimetres or 23.35", the S 1000 RR comes with one of
the longest swing arms in the supersports segment. The swing arm mount in
the frame also helps to promote supersports performance, particularly on the
race track, with the inserts for the swing arm mounts in the frame serving to
vary the height of the swing arm rotation point and, accordingly, the anti-squat
effect when accelerating, thus meeting the riderÔÇÖs personal requirements and
the particular requirements of a specifi c race track or stretch of road.

For reasons of weight and to ensure maximum torsional stiffness, the confi guration
chosen is a double swing arm made of deep-drawn aluminium plates
with particularly thin walls as well as a cast dish at the bottom. This cast dish
houses all components subject to high mechanical loads such as the kinematic
pivot and junction points, the swing arm mount, and the rear wheel support. A
further advantage of the cast dish at the bottom is the reduction of tolerances in
production to an absolute minimum on all of these kinematically relevant points.
Together with the cast dish, three separate components made of deep-drawn
aluminium plates with wall thickness of just 2.5 millimetres or 0.098" form a
torsionally stiff and very light swing arm body weighing just 6.22 kg or 13.72 lb.
On the left-hand side the drive chain runs through the swing arm in a shaft.
The wide range of adjustment on the rear axle support of 45 millimetres or 1.77"
provides the option to change the position of the rear axle, moving forward by
up to 17.5 millimetres or 0.69" and backward by up to 27.5 millimetres or 1.08",
depending on whether the rider is looking for a reduced wheelie effect (adjustment
to the rear) or more traction (adjustment to the front).

Wheelbase thus varies from 1,414.5 millimetres or 55.69" to 1.459.5 millimetres
or 57.46", with the standard wheelbase under DIN unladen weight measuring
1.432 millimetres or 56.38".

Fully adjustable spring elements with very high damping reserves.

Seeking to give the new S 1000 RR optimum suspension qualities with perfect
running gear, the engineers and specialists at BMW Motorrad decided to give
the new machine a central spring strut with an adjustable spring base as well
as adjustable damper inbound and rebound control. A further advantage is that
this confi guration allows the adjustment of low-speed damping (for example on
long, stretched-out undulating surfaces) and high-speed damping (eg on short
bumps) on the pressure stage (inbound), thus offering perfect set-up qualities
with maximum precision.

The spring strut is activated by compact and light kinematic levers and makes
allowance for the wide range of use also on the race track by offering a wide
range of adjustment as well as very substantial damping reserves.
Overall spring travel on the rear wheel axle is 130 millimetres or 5.12", with
90 millimetres or 3.54" positive and 40 millimetres or 1.57" negative spring
travel.

Using eccentric inserts on the upper spring strut support, the rider is able to
raise the entire rear end of the S 1000 RR by 10 millimetres or 0.39" on the
spring strut support, thus taking his individual requirements and the specifi c
character of the respective route into account.

The S 1000 RR meets equally high demands in terms of riding dynamics also
on the front suspension. The confi guration used up front is an upside-down
fork with its fi xed tube measuring an ample 46 millimetres or 1.81" in diameter.
This size alone is quite unique in the supersports segment, offering far greater
braking stability and better feedback than the usual fi xed tubes measuring
43 millimetres or 1.69" in diameter.

The fi xed tube is mounted on the steering head by a light aluminium steering
shaft tube running in two extra-large ball bearings as well as two fork bridges
made of forged aluminium in the interest of minimum weight. To adjust the
height of the motorcycle at the front to the personal needs and preferences
of the rider as well as the route he is taking, the immersion tube at the front
provides an appropriate overlap, overall adjustment travel of 15 millimetres or
0.59" allowing the front end to be lowered by up to 5 millimetres or 0.197" and
raised by up to 10 millimetres or 0.394".

The upside-down fork comes with cartridge inserts inside, that is a separate
hydraulic piston cylinder system, and allows adjustment of both the spring
base as well as damper rebound and inbound action. Here again, the sensitive
behaviour and response of the suspension, the wide range of adjustment
and very signifi cant damping reserves even on the race track offer superior
fl exibility and individual choice. Overall spring travel is 120 millimetres or 4.72",
with 75 millimetres or 2.95" positive and 45 millimetres or 1.77" negative spring
travel.

To allow simple and reliable control at all times, the individual settings on both
the spring strut and the upside-down fork are clearly specifi ed by numbers
ranging from 1 to 10. So there is no need to count up to 30 clicks in the usual
tedious process required on some other models in this segment.

A further advantage is that both the inbound and rebound stages are colourmarked,
again ÔÇô like many other features ÔÇô confi rming the very practical
approach taken by the development engineers at BMW Motorrad.

Very light and extra-stiff aluminium wheels.

Designed and confi gured from the outset as a supersports machine offering
supreme performance, the new S 1000 RR obviously also comes with appropriate
wheels. These are fi ligree ten-spoke pressure-cast aluminium wheels in
truly dynamic design offering optimum qualities in every respect.

Once again, one of the primary objectives in developing the wheels was to
reduce weight to an absolute minimum while retaining a supreme standard
of all-round strength and stability. Precisely this is why the brake discs do not
come with a separate mount and the additional bolts which would be required
for this purpose ÔÇô instead, the brake disc rings are fi tted directly around the
wheel hubs. This alone and the particular construction of the wheels makes the
wheels on the S 1000 RR the lightest in their segment.

On the front wheel the brake discs are connected directly to an extra-strong
wheel star, without any additional mounting or attachment elements. The fi ve
radial arms of the star extending out of the hub form individual forks supporting
the rim consistently by means of ten cast spokes.

This fork confi guration gives the front wheel excellent radial stability in shape
also under high wheel loads and at the same time caters for the signifi cant
circumferential forces acting on the wheel above all when applying the brakes.
This design of the wheel tailored to load conditions and requirements helps
to keep the spokes very fi ligree and light, not only reducing the weight of the
wheel, but also providing a very light and transparent look.

Drive and thrust forces are transmitted on the rear chain by means of an
integrated thrust damper. Tyre dimensions of 120/70 ZR 17 at the front and,
respectively, 190/55 ZR 17 at the rear represent the latest state of the art in the
supersports segment.

Radial brakes for excellent stopping power.

The brake system on the new S 1000 RR lives up to the high standard of
performance on the drivetrain and suspension in every respect. Here again,
therefore, the development specialists at BMW Motorrad have given utmost
attention to meeting all the demands and wishes of the most discerning
supersports customers.

To fulfi l these requirements, the front wheel comes with a double disc brake
incorporating two steel brake discs in fl oating arrangement and measuring
320 millimetres or 12.60" in diameter and 5 millimetres or 0.197" across.
The hydraulic system incorporates a radial master cylinder with its master piston
measuring 19.05 millimetres or 0.75" in diameter as well as two radially mounted
four-piston fi xed-calliper brakes from Brembo with brake pistons 34 millimetres
or 1.34" in diameter and split friction pads made of sintered metal.
Brake lines in steel tissue cladding and therefore very strong and stable serve
to convey the brake forces exerted by the rider with his hand in an optimum,
smooth and absolutely reliable process.

The entire brake system on the S 1000 RR stands out, as a result, through its
crystal-clear pressure point, optimum brake effi ciency and clear dosage of brake
power with maximum resistance to fading and high temperatures not only on
the road, but also and in particular on the track.

The rear wheel comes with a hydraulically operated single-disc brake
supporting the brake at the front. Diameter of the steel brake disc fi tted fi rmly in
position is 220 millimetres or 8.66", disc thickness is 5 millimetres or 0.197".
The rear-wheel brake is operated by the footbrake lever acting on the 12.7-millimetre
(0.50") master piston in the main brake cylinder and from there, via the
pressure-stable, steel-clad brake line, on an extra-light single-piston fl oating
calliper likewise featuring sintered metal pads.

 

[mika]

Race ABS with four pressure sensors for extra-precise control and
dosage.

BMW Motorrad Race ABS specifi cally developed for supersports requirements
and available as an option straight from the factory ensures maximum active
safety when braking, again making allowance for the outstanding performance
and unique character of the S 1000 RR.

To comply with various riding conditions such as a wet surface (ÔÇ£RainÔÇØ), regular
road conditions (ÔÇ£SportÔÇØ), a race track with supersports tyres (ÔÇ£RaceÔÇØ) or a race
track with slicks (ÔÇ£SlickÔÇØ), the rider is able to adjust the characteristic features
and performance of the engine simply by pressing a button, thus giving Race
ABS the right confi guration and input at all times. These characteristics interact
with the respective riding modes and are carefully coordinated with one another
for maximum safety at all times.

This new BMW Motorrad Race ABS is a brand-new development from the
ground up, once again signifi cantly lighter than all former partly integrated
systems. With the control unit weighing just 1.65 kg or 3.64 lb and with overall
weight of just 2.5 kg or 5.51 lb, BMW Motorrad Race ABS offers excellent
qualities specifi cally for a supersports machine. And apart from its low weight,
the system stands out in particular through its further improved control and
operating functions.

Over and above the excellent overall set-up, this superior control, performance
and brake management is ensured by the use of four pressure sensors which,
in conjunction with the very elaborate rear-wheel lift-off detector, allows even
better distinction than before between a bump on the road and the rear wheel
locking.

Pulling the handbrake lever, the rider activates the double-disc brake at the
front, while brake pressure on the rear-wheel brake remains at a low level.
Pressing the footbrake lever, the rider then activates the rear-wheel brake as
well. In the Race and Slick Modes, the rear-wheel lift-off detector does not
intervene in the riderÔÇÖs braking action, allowing him to apply the brakes even
harder whenever required, for example on slightly undulating surfaces and
where the motorcycle has adequate grip.

In the Slick Mode the rider still has ABS on both wheels when pulling the
handbrake lever alone. Then, pressing down the footbrake, the particularly
experienced rider is able to go into a brake drift without having to forego the
benefi ts of front-wheel ABS. In other words, ABS no longer cuts in on the rear
wheel when pressing down the footbrake lever.

As soon as the rider pulls the handbrake lever, the pressure sensor integrated
in the front-wheel control circuit switches on the brake light and the pump, the
latter immediately delivering brake fl uid through the open valve to the rear wheel
circuit.

The pressure set in the rear wheel circuit is measured by a second pressure
sensor and is controlled according to the distribution of brake power required
and the brake force generated by the rider. The third pressure sensor in the rear
control circuit, fi nally, measures the brake pressure activated by the riderÔÇÿs foot.
Use of a fourth pressure sensor in the front wheel circuit allows further improvement
and even fi ner control of front-wheel brake pressure compared with
former BMW Integral ABS II, since the system is able to compare the actual
level of pressure in the control and wheel circuits.

As a result, there is now no need for the usual throttle blades, which serves to
provide an optimum pressure point and allows perfect dosage of brake power.
All pressure sensors are integrated in the pressure modulator and the overall
confi guration of the system with its integrated pressure sensors now also avoids
the need for a brake light switch.

Yet a further option is to deactivate Race ABS completely for special purposes
and requirements.

While Race ABS gives the rider valuable support and therefore represents a
very signifi cant safety factor when applying the brakes, it is not able to re-defi ne
or change the laws and limits to riding physics. Hence, even with this most
sophisticated system, the rider may still misjudge a situation or make a mistake
on his machine leading, should the worst come to the worst, to an accident.
Race ABS nevertheless helps the driver use the supreme stopping power and
brake qualities of the S 1000 RR much better and more safely. But even Race
ABS cannot provide maximum stopping power at the physical friction limit when
leaning over to the side, and does not relieve the rider of his responsibility to ride
safely and carefully.

Weight-optimised hybrid on-board network.

Contrary to most models from BMW Motorrad, the S 1000 RR does not come
with central vehicle electronics (CVE) in the conventional sense, but rather
features a hybrid on-board network where, thanks to the smaller range of
equipment ÔÇô for example no heated handles or no 12V power socket ÔÇô there is
no need for a central control unit.

Instead, the functions of CVE are integrated in the instrument cluster and there
is a relay box at the rear of the motorcycle.

The S 1000 RR nevertheless uses a CAN (Controller Area Network) bus system
to control and mastermind various functions of the motorcycle, networking the
instrument cluster, the ABS and engine control units and, where fi tted as an
optional extra, the anti-theft warning system. Functions such as the direction
indicator and headlight control are also integrated in the instrument cluster.
Refl ecting the supersports character of the S 1000 RR, this intelligent concept
again saves both weight and space. A further important point is that the overall
system of electrics and electronics may be diagnosed evenly and comprehensively
also of the S 1000 RR, since the BMS-KP digital motor electronics control
unit is not only responsible for engine management, but also transfers all data
to the diagnostic control unit, allowing quick and target-oriented location of any
defects or defi ciencies.

Compact and light alternator on the left end of the crankshaft.

Power is supplied by an alternator at the left end of the crankshaft equipped
with a permanent magnet and measuring only 33 millimetres or 1.30" across.
Maximum output is 434 Watt at 6,000 rpm, maximum speed 16,000 rpm. In
order to minimise any loss of power and save weight, the control unit is positioned
behind the engine block.

The S 1000 RR is available with a fall sensor as special equipment simply
plugged in when required. Contrary to similar sensors used by the competition,
however, this fall sensor is an electronic acceleration sensor able to detect the
side angle of the machine, and does not work mechanically. In practice, this
rules out the problems and misfunction of mechanical sensors encountered so
often.


4. Electric and Electronics.

The S 1000 RR comes as standard with a light 10 Ah battery. Whenever fi tted
with an anti-theft warning system as an option, the machine features a 12 Ah
battery offering a longer service life and practical benefi ts.

Again with the objective to ensure maximum engine performance, the
S 1000 RR features a fully controlled fuel pump operating at a maximum
pressure of 5 bar.

Multi-functional instrument cluster with racing features.

The instrument cluster comes with a large, easy-to-read LCD display as well as
an analogue rev counter also with a clear scale very easy to read.
In developing the instrument cluster, the responsible engineers and other
specialists attached utmost attention to clarity and the avoidance of any
refl ections in the display. Apart from the gear currently in mesh, the display also
presents the mode currently chosen by the rider, that is Rain, Sport, Race, or
Slick.

The rider is able to switch from one mode to the other from the right-hand end
of the handlebar also while riding, simply pulling the clutch and turning the gas
handle in idle to confi rm the change in mode.

The instrument cluster featured on the S 1000 RR comes with a far wider
range of functions than is generally the case in this class, making it absolutely
unique in the supersports segment in terms of its wide range of options and
practical use. As an example, the rider may switch over the display to the race
track mode, receiving information on his current, best and latest lap times. And
in conjunction with the lap-trigger likewise available as special equipment, he is
able to make precise time measurements for the subsequent analysis of data.
A gearshift light fl ash integrated in the system and adjustable in terms of
frequency and brightness allows the driver to achieve precisely the shift speed
required. At the same time this fl ashlight may also be used as an engine speed
indicator for starting in a race, fl ashing on and off at the appropriate speed ÔÇô
approximately 9,000 rpm ÔÇô for an optimum start.

Whenever engine speed is too low, the light fl ash will go off. Whenever engine
speed is too high, the light display will come on permanently.
A fi nal important point is that the instrument cluster in the S 1000 RR is the
lightest of its kind.

Dynamic, asymmetrically arranged lightweight headlights.

The asymmetric confi guration and layout of the main and high-beam headlights
comes from endurance racing, applying the principle of maximum effect on
minimum weight. Precisely this is why the high-beam headlight is much smaller
than the low-beam unit.

The front direction indicators come off easily and quickly for racing the
S 1000 RR on the track. Similarly, the numberplate support including the rear
direction indicators and numberplate light may be removed very quickly, simply
by pulling a plug and unscrewing three fastening bolts.

LED direction indicators for further customisation are available as an option.
The LED rear light cluster comes as standard in clear glass design, use of LEDs
instead of conventional bulbs ensuring reliable and maintenance-free operation
and offering a much longer service life.

New electrical switches for optimum control.

The S 1000 RR features the new generation of switches and hand controls
already introduced on the K 1300 S. Using MID (Moulded Interconnect Device)
technology, these new switches are far smaller and more compact, offering
supreme function, clear design and optimum accessibility.

Previously separated from one another, the switches for the direction indicators
at the left and right are now combined in one function on the left handlebar,
avoiding any confusion of the direction indicators and the horn. The hazard
warning fl ashers are operated by a separate switch within easy reach on the
left handlebar. Operation of the low and high beam as well as the light fl ash is
controlled by one single switch the rider is able to operate conveniently with his
left index fi nger.

A truly unique feature versus the competition and a very practical highlight is the
selection and operation of all functions and settings on the instrument cluster
from the left handlebar. A toggle switch also on the left handlebar enables the
rider to conveniently operate both Race ABS and DTC. And to choose the
appropriate engine mode, fi nally, the rider just has to use the Mode switch on
the right handlebar.

Supreme performance and dynamics from every angle.

The S 1000 RR comes in the unmistakable design language and look of
BMW Motorrad. Asymmetries intentionally used in the design of the machine as
well as the typical split of the front silhouette into two halves, the so-called Split
Face, are design features characteristic of BMW Motorrad now also borne out
proudly and distinctly on the new S 1000 RR.

The S 1000 RR stands out clearly from its competitors through the looks of the
machine alone, the extremely slender fairing giving the S 1000 RR an extremely
sporting appearance. Again, these attributes clearly follow the overall design of
the machine with its short and low front end, the high and compact rear, as well
as the intentional look of lightness.

The low-slung front fairing and the high-rising, muscular rear end are almost
reminiscent of a hungry animal ready to pounce at any time. Slender, dynamic
proportions clearly characterise this well-trained, athletic supersports. From the
front the most outstanding features are the asymmetric split of the headlight as
well as the large centre air intake clearly demonstrating that on this machine the
wind rushing by is converted into additional performance.

Asymmetric headlights in endurance look.

The individual lines of the S 1000 RR refl ect the design line of BMW Motorrad.
The Split Face, for example, an enhancement of the design of existing
BMW models, clearly expresses the technical functions of the machine with its
highly effi cient central air intake and the aerodynamically optimised windshield.
The Split Face, a black, grained surface on the upper section of the fairing
around the headlights, divides the upper section of the fairing, as seen from
the front, into two ÔÇ£halves of a faceÔÇØ, thus ensuring both excitement and a truly
unique look.

In its design and size, the main headlight takes up the typical look of the starter
numbers on an endurance racing machine, while for constructional reasons
alone the high-beam headlight is much smaller. Apart from this asymmetry
creating both excitement and dynamism, the Split Face serves to subdivide the
large painted surface in visual terms, giving the upper section of the fairing an
even lighter and more sporting look.

 

[mika]

5. Body and Design.

Yet another design feature of all BMW motorcycles is the clear separation of
the upper and lower fairing sections also to be admired on the S 1000 RR. So
while the Split Face so typical of BMW , in combination with the asymmetric
headlights of the S 1000 RR reminiscent of endurance racing, creates a truly
unmistakable face, the optical split dividing the upper and lower section of the
fairing gives the entire motorcycle a particularly light and challenging look.

Light and dynamic design language.

The S 1000 RR will immediately catch your eye with its side fairing sections
fi nished in the body colour of the machine. The dividing line down the side interacts
with the dynamic lines of the motorcycle as a whole, extending upwards all
the way to the rear end to ensure extremely light and dynamic design language.
The asymmetric shape of the headlights continues into the side fairings. While
the left-hand side is dominated by a large opening for discharging hot air, the
right-hand side stands out through its extremely dynamic and unmistakable fi n
look.

The frame, wheel guidance elements and wheels further emphasise the
motorcycleÔÇÖs transparency and lightness, thus underlining the extreme level of
technology BMW Motorrad has set out to achieve with the S 1000 RR.
The 50:50 split of the twin-tip engine spoiler is refl ected as yet another sign of
distinction by the rear light cluster in clear glass.

Striking rear silencer in racing look.

Full observance of even the strictest noise and emission standards despite
supreme engine power was one of the objectives in developing the exhaust
system for the new S 1000 RR. But at the same time the development engineers
attached the same signifi cance to maintaining the slender silhouette and
the dynamic, light-looking appearance of the S 1000 RR, not wishing to spoil
this unique look with an excessively large rear muffl er.
Using sophisticated technology already described in detail in the Drivetrain
Chapter, the engineers succeeded in developing a rear muffl er with the design
and dimensions formerly to be found only on racing machines. Short, slightly
conical in shape and with a slanted rear end, the muffl er accentuates the
sporting performance and dynamic character of the S 1000 RR most impressively,
blending perfectly with the overall design concept characterised by a light
and truly dynamic look.

Intelligent lightweight construction with exceptional details and
solutions.

The search for minimum weight is refl ected throughout the S 1000 RR in virtually
every feature. As usual, the overall concept developed by BMW Motorrad
from the start provides the key to success, the front load-bearing section
serving not only to hold the instrument cluster, the rear-view mirrors, the
headlights, the horn and the upper section of the fairing, but also, through its
duct-like design, guiding air through the ram-air system. And in order to reduce
weight to an absolute minimum and concentrate all masses close to the centre
of gravity, the front section is made of extra-light pressure-cast aluminium.
To achieve the truly demanding weight target of just 204 kg or 450 lb (without
Race ABS) in road trim with a full tank, the S 1000 RR comes as the only
supersports in this segment with a custom-built fuel tank made of deep-drawn
aluminium and manufactured in close cooperation with BMW ÔÇÖs Eisenach Plant.
Wall thickness on the various fairing sections also refl ects the rule to minimise
the weight of the machine, the walls ranging in thickness, depending on
their purpose, from less than 2 millimetres to a maximum of 2.5 millimetres
(0.08ÔÇô0.10"), thus ensuring effi cient lightweight construction also in this respect.

Supreme aerodynamics on all features.

Not least, the development team responsible for the S 1000 RR also focused on
the superior aerodynamics and streamlining of the machine. The big advantage
is that this means not only a minimum drag coeffi cient, but also other, even
more complex requirements such as the extraction of heat from the radiator and
the exhaust gas system as a particularly challenging task, given the compact
construction of the S 1000 RR.

The new S 1000 RR offers the rider the best protection from wind and weather
available in the supersports segment. At the same time specifi cally applied,
patented openings in the windshield prevent any undesired swirl effect, keeping
pressure on the riderÔÇÖs helmet and upper body to a pleasantly low level even at
high speeds.

Ideal overall ergonomics and a front wheel-oriented seating position.

One of the objectives in developing the S 1000 RR was to make the motorcycle
particularly slender and compact. And precisely this is refl ected not only by
the overall dimensions of the machine, but also by specifi c parameters such as
length, width, and height. Indeed, the rider can even feel the compact structure
of the S 1000 RR, particular attention being given to keeping the machine as
slender as possible around the riderÔÇÖs knees, following the principle that to ride
well you have to sit well.

The benchmark set and achieved here was ensure compact dimensions
otherwise to be found only in the 600-cc supersports segment. The active,
cool, calm and collected, front wheel-oriented seating position is simply ideal for
the rider and a sporting style of riding. From the start BMW Motorrad attached
great signifi cance to refi ned ergonomics, meeting the needs of both the short
and the tall driver ideally and thus ensuring perfect riding conditions at all times.
Developing the new S 1000 RR, the engineers at BMW Motorrad were able
to achieve optimum overall ergonomics from the start, without the need for all
kinds of adjustments and different settings. However, BMW Motorrad still offers
fully adjustable HP footrests as special equipment for greater customisation of
the machine, making sure that the footrests allow a wide range of adjustment
offered completely by the shift linkage bars extending through the frame and
therefore avoiding the need for any subsequent change in gearshift kinematics.
Direct integration of the shift bars and the position of the pivot points on the
production model ensure maximum shift precision right from the start, together
with minimum operating forces and the best possible feeling when shifting.
The wide range of special equipment also includes folding HP brake and clutch
levers for further customisation of the S 1000 RR to an even higher standard.

Options and special equipment for a wide range of customisation.

The usual wide range of options, special equipment and other features offered
by BMW Motorrad serves also to customise the new S 1000 RR Supersports.
Over and above the high-performance features already coming on the
S 1000 RR in standard trim, the particularly sports-minded rider will fi nd
numerous options to enhance the performance and looks of the machine to an
even higher standard.

Optional extras are supplied straight from the factory and are integrated in
the production process. Special equipment is for assembly either by the
BMW Motorcycle Dealer or by the customer himself, either right from the start
or at a later point in time.

Optional extras.
ÔÇó Race ABS.
ÔÇó Race ABS plus DTC Dynamic Traction Control.
ÔÇó HP Gearshift Assistant.
ÔÇó Anti-theft warning system with remote control.

Special equipment.
Luggage and bags.
ÔÇó Tank bag.
ÔÇó Rear bag.

Maintenance and technology.
ÔÇó Fall sensor.
ÔÇó HP lap-trigger with wiring harness.
ÔÇó Paddock stand.

6. Range of Equipment.

Ergonomics and comfort.
ÔÇó Windshield, tinted.
ÔÇó Windshield, high.
ÔÇó Windshield, high, tinted.
ÔÇó HP clutch lever, folding.
ÔÇó HP brake lever, folding.
ÔÇó HP footrests.

Design and sound.
ÔÇó Hump cover, plastic, in body colour.
ÔÇó HP Carbon placard mount, left.
ÔÇó HP Carbon placard mount, right.
ÔÇó HP Carbon tank cover, left.
ÔÇó HP Carbon tank cover, right.
ÔÇó HP Carbon chain protector.
ÔÇó HP Carbon wheel cover, front.
ÔÇó HP Carbon hump cover.
ÔÇó HP Carbon wheel cover, rear.
ÔÇó HP Carbon engine spoiler.
ÔÇó HP Carbon heel protector.
ÔÇó Akrapović?« sports muffl er.
ÔÇó LED direction indicators.

7. Engine Output and Torque.

BMW S 1000 RR
Power Unit
Capacity cc 999
Bore/stroke mm 80.0/49.7
Max output kW/hp 142/193
at rpm 13,000
Max torque Nm/lb-ft 112/83
At rpm 9,750
Confi guration Straight-four
No of cylinders 4
Compression ratio/fuel grade 13:1/ min premium unleaded (95 RON)
Valves/charge cycle dohc ( double overhead camshaft)
Valves operated by single cam follower beneath engine
Valves per cylinder 4
Intake/exhaust dia mm 33.5/27.2
Throttle butterfl y dia mm 48
Fuel supply (BMS-KP)
Electrical System
Alternator W 434
Battery V/Ah 14/10 or 12, maintenance-free
Headlight W Low beam 1x H 7/55 W
High beam 1x H 7/55 W
Starter kW 0.8
Power Transmission
Clutch Multi-disc anti-hopping oil bath clutch, operated mechanically
Gearbox Six-speed gearbox, dog-type shift
Primary transmission ratio 1:1.652
Gear ratios I 1:2.6471
II 1:2.091
III 1:1.727
IV 1:1.500
V 1:1.360
VI 1:1.261
Rear wheel drive Chain
Final drive ratio 1:2.588
Suspension
Frame Bridge frame, aluminium
Wheel guidance, front USD fork, fi xed tube dia 46 mm
Wheel guidance, rear Double swing arm with central spring strut in spring base, adjustable
inbound and rebound action
Spring travel front/rear mm 120/130
Castor mm 95.9
Wheelbase mm 1,432
Steering head angle ?? 66.1
Brakes front Double disc brake with BMW disc mount, dia 320 mm,
radial 4-piston fi xed callipers
rear Single disc brake, dia 220 mm, single-piston fl oating calliper
ABS Optional: BMW Motorrad Race ABS
(partly integral, on-demand)
Wheels Cast aluminium
front 3.50 x 17ÔÇ£
rear 6.00 x 17ÔÇ£
Tyres front 120/70 ZR 17
rear 190/55 ZR 17
Dimensions and Weight
Length, overall mm 2,056
Width, overall, with mirrors mm 826
Seat height mm 820
Weight, unladen, with full tank kg 204 (206.5 with ABS)
Max permissible kg 390
Tank capacity ltr 17.5
Fuel Consumption/Performance
Fuel consumption
90 km/h ltr/100 km 5.7
120 km/h ltr/100 km 5.9
Acceleration
0ÔÇô100 km/h sec 2.9
Standing-start km sec 17.9
Top speed km/h >200

8. Specifications.


The colour concept emphasises the unique, dynamic character of the new
BMW S 1000 RR.

In conjunction with the swing arms and wheels in Ostra Grey, Mineral Silver
Metallic forms a very technical and clear contrast, giving the S 1000 RR an
extremely light, compact and dynamic, but not exaggerated look.

Thunder Grey Metallic serves a different purpose, intentionally avoiding any
strong contrast and, together with the swing arms and wheels in Ostra Grey,
giving the machine a compact, muscular appearance.

Finished in bold Acid Green Metallic, the S 1000 RR presents a clear commitment
to sporting performance, again bringing back the contrast of colours
impressively underlining the dynamic character of the S 1000 RR. On this
colour variant the swing arms are fi nished in eloxy Silver, the wheels come in
glossy Black.

At extra cost the new S 1000 RR is also available in the colours of the
BMW Motorrad Motorsport Team reminiscent of the colour scheme on the
Superbike Works Racing Machines. In this case the paintwork is modern Alpine
White Non-Metallic, Magma Red Non-Metallic, and Lupin Blue Metallic, with the
swing arms also fi nished in eloxy Silver and the wheels in high-gloss Black.

The frame comes in Black on all colour variants.
An additional optical highlight on all colour variants is the red spring on the
spring strut unit.

9. Range of Colours.

The colour concept emphasises the unique, dynamic character of the new
BMW S 1000 RR.

In conjunction with the swing arms and wheels in Ostra Grey, Mineral Silver
Metallic forms a very technical and clear contrast, giving the S 1000 RR an
extremely light, compact and dynamic, but not exaggerated look.

Thunder Grey Metallic serves a different purpose, intentionally avoiding any
strong contrast and, together with the swing arms and wheels in Ostra Grey,
giving the machine a compact, muscular appearance.

Finished in bold Acid Green Metallic, the S 1000 RR presents a clear commitment
to sporting performance, again bringing back the contrast of colours
impressively underlining the dynamic character of the S 1000 RR. On this
colour variant the swing arms are fi nished in eloxy Silver, the wheels come in
glossy Black.

At extra cost the new S 1000 RR is also available in the colours of the
BMW Motorrad Motorsport Team reminiscent of the colour scheme on the
Superbike Works Racing Machines. In this case the paintwork is modern Alpine
White Non-Metallic, Magma Red Non-Metallic, and Lupin Blue Metallic, with the
swing arms also fi nished in eloxy Silver and the wheels in high-gloss Black.

The frame comes in Black on all colour variants.

An additional optical highlight on all colour variants is the red spring on the
spring strut unit.

 

[mika]

Pricing

Will be added when available

 

[mika]

US Pricing has been announced

BMW MOTORRAD ANNOUNCES PRICING FOR S 1000 RR
ÔÇó 15.07.2009
ÔÇó Press Release
Woodcliff Lake, NJ  July 15, 2009 BMW Motorrad USA has announced that the long-awaited S 1000 RR sport bike  expected to arrive in U.S. dealerships in December -- will have a manufacturers suggested retail price of $13,800. A Pre-Sale Program is currently under way through December 31, 2009 to ensure that interested customers can secure themselves a place in line when the bike arrives in US dealerships in early 2010. Interested consumers should visit their local dealer or www.BMWPlanetPower.com for more information on the Pre-Sale program.

ÔÇ£We have had tremendous interest in this bike since it was first unveiled in Monza earlier this year,ÔÇØ commented Todd Andersen, Marketing Manager, BMW Motorrad USA. ÔÇ£The S 1000 RR represents an entirely new dimension for BMW Motorrad and the sport bike segment. At this price, we expect a significant number of customers to take advantage of our Pre-Sale program. In fact, all of our first monthÔÇÖs production has already been sold through this program.ÔÇØ

Options for the S 1000 RR are available at the following prices:
Motorsports Paint Scheme: $750
Race ABS: $1,000
Race ABS & Dynamic Traction Control (DTC) $1,480
Gear Shift Assistant: $450
Anti Theft Alarm: $395

BMW launched the most anticipated new sport bike in recent history, the S 1000 RR, at the famed Monza racetrack, in Italy, during the Superbike World Championship race weekend on May 9, 2009. The S 1000 RR, weighing only 404 lbs and delivering a massive 193 hp, is one of the most potent, sophisticated and lightest sport bikes ever produced. It holds the distinction of being the most powerful production 1000cc sport bike in the world.

In addition to the class-leading power plant, the BMW S 1000 RR possesses new technical features, such as the first-ever four-stage Race ABS system with settings for Rain, Sport, Race and Slick conditions. The groundbreaking new ABS system weighs only about 5.5 lbs complete -- nearly 20 lbs lighter than the competition.

With its highly distinctive new asymmetrical headlights, which follow the very elegant and unique asymmetrical panels, this first BMW Superbike promises to standout from the crowd of liter-class bikes.

The production version of the S 1000 RR was officially unveiled in the U.S. at Miller Motorsports Park in Utah during WSBK races, during the last weekend of May. Following its U.S. unveiling, BMWÔÇÖs official S 1000 RR ambassadors, have been traveling to dealerships across the nation for special S 1000 RR presentations, track days and dealer events during the Pre-Sale Program.

For blogs, S 1000 RR events, images, tech specs, and news and about the new BMW S 1000 RR, visit the exclusive S 1000 RR microsite http://www.bmwplanetpower.com.
The site provides links to other key websites, including:
* S 1000 RR Official Web Site at www.S1000RR.com
* BMW Motorrad Motorsports at http://www.bmw-motorrad.com/com/en/motorsports/motorsport_main.html
* BMW XPLOR Rider Community at www.bmwxplor.com
* BMW Motorrad USA at www.bmwmotorcycles.com

End press release

I took the following prices from the various US sites for the base model Superbikes.


Superbike List Price comparison for standard models

Ducati 1098R: 43,995
Aprilia RSV4: standard est. at ?ú12,000
BMW S1000RR 13,800
Honda CBR 1000RR: 12,999
Suzuki GSX-R 1000: 12,899
Yamaha YZF ÔÇô R1: 12,940
Kawasaki ZX10R: 11,799

 

[108625]

Be fair now Mika... The 1098R is a limited edition ready-to-race bike that's street legal. The 1098S is half that price, and the "base model" 1098 is about $16K. Still, point made; it costs more than the beemer. At least it is significantly different from the entire pack and instantly recognizeable by sight & sound, unlike the beemer.
I'm still curious what the V-4 Aprilia will cost in the states, it's long been the norm that a U.K. price in Pounds Sterling is inflated above and beyond more than the exchange rate alone.

The biggest question of all, though, is this:

Now that BMW has entered the true sportbike market; will the product continue to evolve and be updated/superceded at the same pace as the competition?

 

[mika]

Be fair now Mika... The 1098R is a limited edition ready-to-race bike that's street legal. The 1098S is half that price, and the "base model" 1098 is about $16K. Still, point made; it costs more than the beemer. At least it is significantly different from the entire pack and instantly recognizeable by sight & sound, unlike the beemer.
I'm still curious what the V-4 Aprilia will cost in the states, it's long been the norm that a U.K. price in Pounds Sterling is inflated above and beyond more than the exchange rate alone.

The biggest question of all, though, is this:

Now that BMW has entered the true sportbike market; will the product continue to evolve and be updated/superceded at the same pace as the competition?

I was being fair. The prices listed are for the base bikes that have been homologated for SBK. Ducati's S is what mere mortals like me would be able to get my hands on but it is not the homologated bike so wasn't listed.



I have been waiting for the Aprilia pricing. They seem to have been in a game of chicken with announcing it formally for anywhere. My guess it will slot in between the BMW and the top priced Japanese bike.

To the development of the bike: My impression is they will develop this bike. I now doubt they will expand the factory racing team into other classes but will focus the factory effort on the the S1000RR in WSBK. There may well be a 600cc bike (or what ever the cc is in that class) in the future but don't look to the factory to race it but to support privateer efforts or national level divisions to do that.

I sat on the new S1000RR yesterday at the International Rally in Johnson City.
Sorry to say, but from my first impression of sitting on it only, the bike will be a flop. Especially when you listen to the comments: "I can see myself doing a 300 mile trip on the bike". That actually sums it up: I see the bike already being modified with handlebar risers, extended windshields and footpeg lowering kits.
The bike is the typical wrong compromise. It is a 2-seater, thus the rider pegs are too far forward to be right for a true repli-racer sportbike. And I am only 5'8". The earring-crowd will not buy it because it is priced higher than the crotchrocket competition from Japan and the gentlemen racers will not buy it, because they rather spend the money on a no-compromise Ducati or Aprilia. Yes, there will be a few who woll go for it because it is new and a thus a "must-have". And a few BMW die-hards will buy it and turn it into a sport-tourer, see above.

The bike isn't aimed at people making comments like "I can see myself doing a 300 mile trip on the bike". They were never the ones that were going to make it a success in the showroom so I don't see their comments as that big a deal.

It's a two up bike because those are the rules it was built to. The pillion rider if she exists will be some buxom trophy beauty. Most of its street riders will be one up when sport riding.

I don't see the price point as that far off.

To the rest of your comments - I think an entirely different set of riders than you or I will determine its success.

 

[redsky49]

If I may butt in...

I don't know you personally, Mika, so I can't say whether you and I fall into the same category. But let me speak for myself:

If the set of riders is totally different than I, there would be two major categories:

A - the younger and wreckless crowd. Wheelies and stoppies. Metal affixed via
piercing in various places on the body. I can't see them being responsible for
a success of this bike.
B - the affluent gentleman racer. Money plenty. Owning several bikes and not shy
to shell out 15K for another one. They already own a Ducati, Aprilia or MV
Agusta. How many S1000RRs are they going to snatch up? Enough to call it a
success? Hardly.

And right in between are guys like I. And I will not buy one.

Another example that "Marketing people" don't know everything!

I think you are missing the point.

BMW is introducing this model to allow them a platform upon which to base a racing program. They are conspicuously absent from world class road racing (hell, even tiny Aprillia is fielding a team - Go Max Biaggi!). The opposed twins are hopelessly outdated and the K bikes would never be competitive as currently constructed. They had no choice but to develop a new model if they wished to have a chance against the current Ducatis and Yamahas (Go Ben Spies!).

Secondly, take a look around at current BMW riders. The average age of owners must be close to 60 (I think that it is actually 57 or thereabouts, but higher in the US). They (BMW) are not intending this bike for you, or for the typical BMW Rallye attendee. As a matter of fact, if BMW doesn't make an effort to attract younger riders, they will likely face the same problems that H-D are now facing with an aging demographic. You must have new and exciting products to attract new riders. A polished airhead/oilhead/hexhead is not going to support BMW into the future, despite the claims from the current owners.

As for a high performance track/street bike, the S1000RR will have to win support from the buying public by offering at least as much as the aforementioned competitors, if it is to stand any chance of being a showroom success. I suspect that higher pegs, alternate screens, brakes, etc. will be forthcoming very soon. In fact, a "race kit" may be a popular option for these bikes.

As much as I question the corporate thinking at BMW, they certainly know how to make money. I suspect that they will continue to do so with the S1000RR.

Just my opinion.

 

[coon]

Dreams

If I had the money to buy art work IÔÇÖd buy one and park it in the living room next to the Ducati 998 FE Yellow monopost I should of bought just to look at.

 

[mika]

Another example that "Marketing people" don't know everything!

Nor do we.

World wide sales are targeted in the current market at +/- 10,000 units as best I can tell. They have undefined to us goals for brand exposure and additional traffic in the show room that will go into what the company defines as a success.

Redsyk49 is absolutely right. This bike is being used to enter a completely new, to BMW, market. As to the riders that make up that market your observation seems more than a little pejorative and skewed. The groups you describe exist but there are lots of sport riders that donÔÇÖt fit in your paradigm.

I have owned a variety of things that were a success as far as I was concerned but failed in the market place. The S1000RR makes as much sense as a R1200GSA. I probably wonÔÇÖt buy a new one of either but they are on my future search for a good used one list. Mark me down as just being glad BMW is entering this market segment.