BMW Motorrad USA Introduces The 2015 BMW S 1000 RR

Welcome To The New Planet Power

 

Woodcliff Lake, NJ – November 13, 2014. . .The BMW S 1000 RR revolutionized the supersports class when it debuted in 2009.  Now, six years later, the 2015 model – which made its world premier at Intermot 2014 – is setting new benchmarks in its next generation. With refined torque delivery (83 lb-ft), increased engine output of 199 hp (6 hp more than its predecessor) and a weight of  449 lbs (including ABS and traction control) – 8.8 lbs lighter than the previous model – the new S 1000 RR is rooted in genuine RR heritage, but it’s a new supersports machine on the road.

Optimized drivetrain for even greater performance and rideability.

The RR’s enhanced performance can be attributed to the re-engineered cylinder head with new duct geometry, new intake camshaft and even lighter intake valves. Furthermore, an airbox with a modified capacity combines with an intake system with shorter intake lengths to make mixture preparation more effective than ever and give the new S 1000 RR added punch. Additional improvements in power and torque come from the new exhaust system, which now dispenses with a front silencer and is 6.6 lbs. lighter. Performance improves with an increase in the torque curve above 5,000 rpm, a more linear torque curve, and a wide torque plateau that allows the rider to summon up almost maximum pulling power between 9,500 and 12,000 rpm (112 - 113 Nm / 83 lb-ft).

New frame structure and chassis geometry for superior riding precision and even better handling. Further improved Dynamic Damping Control (DDC) from the HP4 as a factory option.

   A new, lighter frame structure gives the new RR an optimal blend of rigidity and flexibility. Together with the optimized chassis geometry featuring redefined values for the steering head angle, wheel castor, wheelbase and swingarm pivot point, it promises even better handling, increased traction and unequivocal feedback, particularly when riding at the limit. Wheel suspension and damping continue to be determined by fully adjustable spring elements, but with modified negative spring travel for more banking clearance and greater agility. As a factory-fitted option, the new S 1000 RR can also be specified with the new improved version of the electronically controlled Dynamic Damping Control (DDC) suspension – already familiar from the HP4 – that provides the basis for a chassis set-up with absolutely no compromises.

Three riding modes as standard, plus two more available for fine-tuned adjustment by opting for the Ride Modes Pro feature.

To maintain optimal performance in variable riding conditions, the new RR comes with three riding modes as standard: “Rain”, “Sport” and “Race”.  When the Ride Modes Pro is selected, it can be supplemented by “Slick” and “User” modes. The Ride Modes Pro also features Launch Control for flawless racing starts as well as the programmable pit-lane speed limiter for assistance in adhering to the pit-lane speed limit. When this feature is activated, it produces the impressive soundtrack familiar from the world of motorcycle racing. The Gear Shift Assist Pro, which also can be ordered as a factory option, enables lightning-fast clutchless upshifting and downshifting.

Refined control system set-up. Dynamic Traction Control (DTC) with precision calibration in seven +/- steps.

The new RR offers Race ABS (semi-integral) as well as Automatic Stability Control (ASC) included as standard. In conjunction with the optional Ride Modes Pro feature, it can be equipped with Dynamic Traction Control (DTC), including banking sensor and precision calibration. All precision control systems and characteristics have been retuned and further improved.

First ever superbike with cruise control (optional). Innovative instrument cluster design, new electrical system and lighter battery.

For the first time, the RR is now also available with an electronic speed control for staying within the current speed limit (factory option).

The multifunctional instrument cluster has a new dial for the analogue rev counter as well as a redesigned LCD display offering a far greater array of functions.

The new S 1000 RR also features a new electrical system, a more powerful sensor box, as well as a battery weighing 2.2 pounds less than its predecessor.  

 

 

Design that is more dynamic than ever with stunning color schemes.

The 2015 S 1000 RR boasts completely restyled bodywork that speaks an even more dynamic design language. The asymmetric headlight arrangement on the previous model has been retained as a characteristic distinguishing feature, yet the headlights have been repositioned and restyled to ensure that the new RR is recognizable as “new” at first glance. The dynamic design with its sporty, aggressive feel is enhanced by three distinct color schemes:  Racing Red / Light White, Black Storm metallic and the BMW Motorsport colors.

Highlights of the new BMW S 1000 RR:

• Increased power output and torque: 146 kW (199 hp) at 13,500 rpm and 113 Nm (83 lb-ft) at 10,500 rpm.
• Even better rideability thanks to increased torque from approx. 5,000 rpm upwards as well as a more linear curve.
• A broad plateau of peak torque is available in the rev range from around 9,500 up to 12,000 rpm.
  • Re-engineered cylinder head with new duct geometry, new intake camshaft and even lighter intake valves.
  • New intake system with shorter intake lengths, larger airbox and full E‑gas ride-by-wire.
  • Reduced weight (by 8.8 lbs) of 449 lbs with a full tank of fuel (making allowances for equipment).
  • New exhaust system weighing around 6.6 lbs less without a front silencer.
  • Riding modes “Rain”, “Sport” and “Race” as standard plus the option of the Ride Modes Pro, which adds two additional modes, “Slick” and “User” (configurable), for optimum adaptation to riding conditions.
  • Launch Control for flawless starts as part of the optional Ride Modes Pro feature.
  • Pit-lane speed limiter for maintaining an exact speed in the pit lane as part of the optional Ride Modes Pro feature.
  • New, lighter frame structure with an optimized blend of rigidity and flexibility for more traction, greater precision and clear feedback.
  • Refined chassis geometry for even better handling, increased traction and unequivocal feedback at the limits of performance.
  • Fully adjustable spring elements with optimized negative spring travel for more banking clearance and greater agility.
  • Further improved version of electronic Dynamic Damping Control (DDC), familiar from the HP4, as a factory option.
  • Race ABS with optimized set-up.
  • Dynamic traction control (DTC) with precision calibration in 7 +/- steps.
  • Gear Shift Assist Pro for fast clutchless upshifting and downshifting as a factory option.
  • New electrical system with a more powerful sensor box and lighter battery.
  • Electronic speed control as a factory option.
  • More sophisticated instrument cluster with extended array of functions and wide variety of information.
  • Completely restyled bodywork for an even more dynamic design language.
    • Three distinct color schemes:  Racing Red / Light White, Black Storm metallic and BMW Motorsport.
    • Extended range of optional extras and special accessories available as factory options.

 

Drivetrain

 

New benchmarks for output and torque.

 

The water-cooled four-cylinder in-line engine, together with its intake and exhaust system,

underwent extensive modification and redesign work on the new RR. Output now peaks at 146 kW (199 hp) at 13,500 rpm, an increase of 4 kW (6 hp) compared to its predecessor. Maximum torque has risen slightly from 112 to 113 Nm (83 lb‑ft) and comes on line at 10,500 rpm. The usable rev range has been widened considerably on the new RR, meaning that near-peak torque is on tap constantly between around 9,500 and 12,000 rpm (112-113 Nm / 83 lb‑ft). The result yields even punchier start-off characteristics and pulling power. Maximum engine speed remains unchanged at 14,200 rpm.

 

Re-engineered cylinder head with new duct geometry, new intake camshaft and even lighter intake valves.

The principal development objective for the new S 1000 RR was to improve on its predecessor’s already outstanding power and torque figures and combine this with enhanced rideability for superb all-round performance.

With this aim in mind, the geometry of the intake and exhaust ducts was modified while the cams on the intake camshaft were given a fuller contour. These measures are further reinforced by lighter intake valves (2 g less per valve) and valve springs that have been adapted accordingly.

In a quest to reduce friction losses, the cylinder barrels that are integrated into the top half of the engine block now undergo slide honing. The top half of the block continues to accommodate the compact and lightweight six-speed gearbox, which offers sharper than ever shift precision.

 

Improved intake system with shorter intake lengths, larger airbox and full E‑gas ride-by-wire.

The intake system underwent some extensive modifications designed to boost maximum output as well as improve torque delivery especially in the zone around the 5,000 rpm mark, which is critical for performance dynamics. Consequently, the diameter and length of the intake manifold were recalculated and the throttle valves repositioned closer to the cylinder head. The combination of the redesigned intake ducts and the reduced intake length results in an improved gas-exchange cycle, particularly at medium revs.

The power unit on the RR still features variable intake lengths. For this, a servomotor attached to the airbox is used for map-controlled variation of the intake duct length in two stages. When the revs pass 11,500 rpm, the short intake channels – best suited for generating maximum power – are enabled.

Apart from enabling the rider to operate the throttle with far less effort, the inclusion of a full E-gas ride-by-wire system, or “electronic throttle”, also paved the way for a new, considerably smaller servomotor for the throttle valves. This, in turn, made it possible to enlarge the airbox capacity and allowed it to be shaped symmetrically for all four cylinder units to optimize power and torque delivery. The far larger air intake in the top section of the fairing also helps to ensure an even more effective supply of intake air.

Brand-new exhaust system without front silencer that is approximately 6.6 pounds lighter.

The exhaust system for the new RR underwent a complete redesign with the overriding objective of further increasing power and torque output. Like its predecessor, it is made from stainless steel and incorporates two three-way catalytic converters as well as electronically controlled interference pipe valves.

The previous front silencer was eliminated on the new S 1000 RR, however, and the next generation model features a rear silencer with a dB eater and twin-pipe design. With the objective of increasing gas speeds, the manifold diameter has been reduced and, at the same time, the exhaust back-pressure lowered. Improved gas-exchange cycles, increased torque at medium revs and superior power output are the result. Apart from the improvement in performance figures, the new exhaust system has also shaved a remarkable 6.6 lbs. off the weight.

Acoustically speaking, the new S 1000 RR stands out clearly from its predecessor with a distinct shift towards lower frequencies resulting in a deeper, fuller sound.

“Rain”, “Sport” and “Race” riding modes as standard, plus Ride Modes Pro as an option for optimum adaptation to riding conditions.

The new RR comes equipped as standard with the three riding modes – “Rain”, “Sport” and “Race” – as well as Automatic Stability Control (ASC) without banking sensor. The optional extra Ride Modes Pro features two additional riding modes, “Slick” and “User”, along with Dynamic Traction Control (DTC) including banking sensor and precision calibration in seven +/- steps for maximizing safety and performance when accelerating. Ride Modes Pro also includes a Launch Control function for flawless racing starts as well as a programmable pit lane limiter for sticking to the set speed limit in the pit lane.

In “Rain” mode, output is 138 kW (187 hp) (previously 120 kW [163 hp]), while torque is limited to a maximum of 108 Nm (80 lb-ft). Throttle response becomes gentler to suit the operating conditions on wet roads. When riding in wet conditons, the Automatic Stability Control (ASC) or optional Dynamic Traction Control (DTC) activate early, before the grip threshold has been reached, and work in unison with a safety-focused Race ABS setting and a soft DDC electronic damper control set-up to ensure supreme safety, even when riding in the most adverse weather.

For use in dry conditions, “Sport” mode puts the engine’s full power of 146 kW (199 hp) on tap, providing direct throttle response, just like in the “Race” and “Slick” riding modes. This riding mode has been developed for use on country roads in particular. In this setting, the ASC or DTC traction control systems intervene later in view of the much more favorable grip conditions, allowing the rider to safely power out of bends for maximum riding pleasure out on the road.

The “Race” mode has been specially designed for use on race tracks as well as country roads offering perfect grip conditions. Here again, the rider can enjoy full engine power combined with direct throttle response. The Automatic Stability Control (ASC) continues to be set up for road operation. However, because it factors in banking angle data, the optional Dynamic Traction Control (DTC) is more geared towards riding on the limit, allowing it to accommodate an extremely sporty riding style.

The Ride Modes Pro feature, which adds two extra riding modes: “Slick” and “User”, can be ordered as a factory option.

All modes can be activated by the rider using a selector switch on the end of the right handlebar. To confirm the selected mode, the rider must briefly close the throttle. To enable the additional “Slick” and “User” modes, however, the supplied coding plug under the seat must be activated.

The “Slick” mode is primarily designed for riding on the race track with racing tires. With this mode activated, the DTC traction control is again set up for extremely sporty performance, but also makes allowance for the tires’ higher friction coefficient and a very sporty riding style.

Finally, the “User” mode gives riders the option of configuring the RR as they please for engaged sporty riding. Distinct from the two possible throttle characteristic curves for varying throttle response, this mode allows riders to compile an individual set of control characteristics for the Race ABS, Dynamic Traction Control (DTC) and electronically controlled Dynamic Damping Control (DDC) suspension from a range of predefined settings, and thereby configure their own personal riding mode. As with “Slick” mode, the DTC traction control can be individually adjusted while on the move in seven +/- steps.

The complete RR set-up configured in “User” mode, comprising the rider’s selected settings for Race ABS, DTC (slip thresholds + wheelie tendency), engine (throttle response + torque) and DDC, can be easily activated on the move at the push of a button. As a result, riders are able to see how their programmed “User” set-up compares to the “Slick” configuration. This means that, for the first time, it is now possible to compare two different set-ups of the same function (e.g. DTC) while riding the bike without the need for a pit stop.

Although the above-mentioned control systems for the RR represent a valuable aid for the rider, thereby providing a major safety boost, they are unable to change the laws of physics. The bike’s physical handling limits can still be exceeded as a result of misjudgement or rider error, which can lead to a fall in extreme cases.

Further improved Dynamic Traction Control (DTC) with precision calibration in seven +/- steps.

The Dynamic Traction Control (DTC) system was redeveloped for use on the new RR to further enhance its control precision. In “Rain” or “Sport” mode, it is now able to offer even greater handling stability in wet and dry conditions.  In “Race” mode, meanwhile, the rider enjoys improved forward propulsion together with high handling stability. Wheelies are not suppressed immediately; rather, they are brought back under control gently. In the “Slick” and “User” modes, on the other hand, the focus is placed entirely on forward propulsion, while front-wheel lift detection is deactivated, making wheelies possible.

Just as on the HP4, it is now also possible to adapt the Dynamic Traction Control (DTC) to any changes in grip conditions while on the move in “Slick“ mode by using the “Slick +/- DTC” rocker switch on the left handlebar controls. This enables the rider to effectively react to ambient conditions, such as air and track temperature, change in tire grip over the course of use, as well as road surface conditions.

The adjustment range extends from -7 to 0 to +7. 0 corresponds to the basic RR setting in “Slick” mode, while -7 reduces the degree of corrective control substantially, making it possible to let the bike slide far more. By contrast, in the +7 setting, DTC intervenes far more noticeably.

Launch Control for flawless racing starts as part of Ride Modes Pro.

In conjunction with the optional Ride Modes Pro feature, the new RR offers riders a Launch Control function in “Slick” and “User” mode that provides effective assistance with racing starts. It is activated when stationary with the engine idling by holding the start button for more than three seconds. Activation is indicated in the instrument cluster display.

The Launch Control works by limiting the engine’s torque just enough to ensure that the maximum transferrable drive torque is available at the rear wheel when the rider pulls away in first gear. The Launch Control’s parameters are programmed for a rider weight of 165 lbs. and a maximum stationary rev speed of 9,000 rpm.

When the rider shifts into second gear, the engine torque is adjusted to reflect the change in ratio, ensuring that the maximum transferrable drive torque continues to be channelled to the rear wheel.

Once the speed reaches 70 km/h (44 mph), the rev speed limiter is deactivated. The Launch Control and accompanying gear-dependent reduction in engine torque are disengaged as soon as third gear is selected or the banking angle exceeds 30 degrees. The system is also deactivated if the rider switches off the ignition, stalls the engine or switches to a different riding mode.

Pit‑lane speed limiter for maintaining an exact speed in the pit lane as part of the Ride Modes Pro optional extra.

The Ride Modes Pro option also allows S 1000 RR riders to limit their speed when entering the pit lane in all riding modes.

The pit‑lane speed limiter can be activated and programmed in the set-up menu. It is then engaged while riding in first gear by pressing the start button while simultaneously twisting the throttle. Even if the rider opens the throttle twist grip fully, ignition interruption limits the engine revs to the pre-programmed threshold so that the resulting bike speed cannot be exceeded. If a shorter or longer secondary transmission ratio is fitted, the rider can increase or lower the engine rev speed required for a limit of e.g. 60 km/h (approx. 40 mph) accordingly. When the start button is released again, the RR accelerates with maximum power. The way in which the pit‑lane speed limiter interrupts ignition has the added benefit of generating a distinctive S 1000 RR soundtrack even when in the pit lane.

Chassis

Endowing the new RR with uncompromising super-sports abilities involved more than just honing the drive technology for maximum performance: the bike’s supreme riding dynamics reflect chassis technology par excellence.

New, lighter frame structure offering a superior blend of rigidity and flexibility for more traction, combined with greater precision and unequivocal feedback.

The centerpiece of the chassis continues to be an aluminum bridge frame that is welded together from four individual cast pieces, with the engine tilted forward at an angle of 32 degrees and integrated into it as a load-bearing element. Prior to being fitted on the new RR, however, the main frame underwent a redesign and was given a new, lighter rear section.

The trio of main frame, main frame rear section and swingarm were re-engineered to optimize the blend of rigidity and flexibility, thereby boosting traction at the same time as achieving greater precision and even better feedback.

Refined chassis geometry for even better handling, increased traction and crystal-clear feedback at the limits of performance.

The overriding objectives when developing the chassis for the new RR were to further improve rider feedback from the front end, make the bike easier to handle and increase the mechanical grip of the rear wheel for greater traction.

The steering head angle was increased by 0.5° to 66.5° without any change in the yoke offset, while the fork overlap of the immersion tubes was reduced to 6 mm. This resulted in a shortening of the wheel castor by 2 mm to 96.5 mm (3.9 inches). At the same time, the swingarm pivot point was lowered by 3 mm and the wheelbase lengthened by 15 mm to 1,432 mm (56.1 inches).

The new chassis geometry makes for vastly improved rider feedback from the front wheel and, as a result, the feel for the front end as a whole. Moreover, the new S 1000 RR boasts even better handling qualities, handling more precisely and offering even more traction and feedback from the rear wheel, especially when riding at the limit. The handlebar width has been increased slightly by 5 mm on each side.

Fully adjustable spring elements with optimized negative spring travel for more banking clearance and greater agility.

Modifications were also made to the spring elements to further enhance chassis characteristics. The central spring strut still features adjustable spring preload and shock compression and rebound, but now measures 42 mm (1.7”) longer. The same easy-to-use ten-click scale has been adopted for adjusting compression and rebound.

While the rebound damping range is identical to its predecessor, the damping range for shock compression has been widened slightly. The spring strut can thus be fine-tuned to perfection – even when dealing with terrain subject to subtle distinctions, such as short jolts or long undulating surfaces. Total spring travel at the rear axle is 120 mm (4.7 inches). Besides adapting the spring rate, the positive/negative spring travel from 36 to 84 mm was also revised, with negative spring travel now 4 mm less than before.

Front wheel location on the new S 1000 RR is also compatible with its superior performance abilities. As before, this task is handled by an upside-down fork with 46 mm (1.8”) stanchions, excellent braking stability and crystal-clear feedback. The upside-down fork is fitted with cartridge inserts comprising separate hydraulic piston and cylinder systems, and allows adjustment of both the spring preload and shock compression and rebound. Here again, the sensitive response characteristics, wide adjustment range and enormous damping reserves offer supreme handling dynamics, even when powering round a race track. Total spring travel is 120 mm (4.7 inches). For the new RR, the positive/negative spring travel from 40 to 80 mm was again recalibrated. Negative spring travel has been reduced by 5 mm compared to the previous model.

The reduction in negative spring travel means that the new S 1000 RR is now around 5 mm higher at both the front and the rear at standard ride height, resulting in even more banking clearance. These modifications also helped to enhance the bike’s agility and the feel for the front wheel.

Dynamic Damping Control (DDC) – electronic damping adjustment as a factory option.

The electronically controlled suspension Dynamic Damping Control (DDC) first debuted on the BMW HP4 in 2012 and has now undergone extensive reworking and adaptation in house at BMW Motorrad to ready it for the new RR.

With Dynamic Damping Control (DDC), the upside-down fork at the front and the spring strut at the rear are able to adapt the damping dynamically to suit the prevailing riding conditions, such as rapid changes of direction in chicanes or negotiating bumps in the road surface. The chassis system therefore reacts automatically to maneuvers, such as braking, accelerating and cornering, as well as to the state of the road surface, and sets the appropriate damping for the situation in hand by means of electrically controlled damper valves. There is no longer any need to compromise when it comes to the chassis set-up, since DDC also makes it possible to maximize traction, allowing the engine’s power to be converted into forward propulsion as effectively as possible.

The damper valves are actuated by the DDC control unit on the basis of the following data and information: spring travel and damper piston speed, speed of travel, throttle valve setting and brake pressures. The sensor box for the Dynamic Traction Control (DTC) system furthermore relays the roll angle and roll rate as an indicator of the current banking angle. The damper adjustment valves take less than 10 milliseconds to react.

The spring/damper units were configured to enhance the race track prowess of the new RR while retaining its outstanding comfort levels. For this, the valve characteristic responsible for the build-up of damping force was modified. Compared to the HP4, the low-speed damping has been lowered and the high-speed damping raised, while the DDC algorithm has also been adapted. In addition, the bearing spring rates at both front and rear have been increased.

The basic DDC settings are linked to the riding modes “Rain”, “Sport”, “Race” and “Slick”. In “Rain” and “Sport” modes, DDC is set up for a plush, pleasant degree of damping without seeming too bouncy. This “ROAD” damping setting is best suited to country roads with a poor to good tarmac surface.

The “Race” setting, on the other hand, has been configured with country roads in excellent condition and race tracks in mind. The DDC damping setting “DYNAMIC” is ideal for such situations, with a higher level of basic damping compared to “ROAD”. With the “Slick” riding mode engaged, the “TRACK” DDC damper mapping provides optimum assistance for use on the race track with an even fuller and tauter damping setting. In this mode, the spring/damper units give the rider wonderfully clear feedback on the current riding situation at all times.

The chassis set-up can be further customised in all riding modes. Riders of the new S 1000 RR can make adjustments either on the move or while stationary. As with a mechanical system of adjustment, the rider is able to tune the suspension to be softer or stiffer at the simple push of a button. The settings range from -7 (soft) to +7 (stiff).

With the HP Race Calibration Kit that is available as a special accessory, these adjustments can even be preconfigured, bend by bend, at a race track.

Race ABS with optimized set-up for even safer braking.

The semi-integral Race ABS system included as standard on the new S 1000 RR is also improved. Braking stability has been increased in “Rain” and “Sport” modes with no loss of braking power. In addition, the rear-wheel lift detection has been reconfigured so that the rear wheel lifts less noticeably during braking phases. This setting is best suited for country roads.

The rear-wheel lift detection has also been reprogrammed for “Race” mode, which is designed for use on dry country roads in excellent condition. Rear-wheel lift detection has been reduced and front brake power increased. If the rider brakes powerfully and with feeling, rather than sharply and aggressively, the Race ABS can react at the point when the axle load shifts forwards, enabling it to brake at just the right moment. In this phase, the rear wheel rises only slightly and is effectively kept balanced in the air. This riding mode allows the rider to approach the bike’s maximum stopping power and hone their own braking skills.

Rear-wheel lift detection is deactivated in “Slick” mode for maximum braking performance on the track. The ABS function at the rear wheel is also deactivated to allow perfectly executed braking drifts into a bend.

With the HP Race Calibration Kit that is available as a special accessory, it is also possible to modify the settings for the DTC, DDC, engine, Launch Control and Gear Shift Assist (gradient of ignition interrupt).

Gear Shift Assist Pro for fast clutchless upshifting and downshifting as a factory option.

The Gear Shift Assist Pro enables upshifts to be made without operation of the clutch, which translates into flawless acceleration with barely any interruption in power flow. It also allows downshifts without operation of the clutch or throttle valve in the load and rev speed ranges that correspond to riding. Riders can therefore enjoy lightning-fast gear shifts with minimal clutch work.

Clutchless downshifts are of particular benefit to riders when powering around a race track as it allows them to keep their left hand positioned on the handlebar without having to operate the clutch.  Undesirable load-alteration effects at the rear wheel are also lessened considerably, ensuring that it stays on track even more accurately than before.

The new S 1000 RR also meets many track riders’ preference for a “reversed” shift pattern, with first gear up and second to sixth gears down. An additional mounting on the shift lever for the shift linkage allows conversion in next to no time.

Electrics and Electronics

First-ever superbike with electronic speed control. New electrical system and more powerful sensor box for an extended range of functions. Lighter battery.

The new S 1000 RR is the first-ever superbike to boast an electronic speed control, making it easy for riders to adhere to the prevailing speed limits.

The new RR inherits the electrical system already familiar from the S 1000 R, providing the platform for a more extensive range of functions. As a result, the new RR is equipped with a full E-gas ride-by-wire system, whose principal rider benefit is the reduced effort required to turn the throttle grip. The new electrical system has also made way for new optional features, such as a speed control, the Gear Shift Assist Pro, as well as the “User” riding feature that is part of the Ride Modes Pro option.

By using the same sensor box fitted on the BMW HP4 it has been possible to achieve notable improvements in the Dynamic Traction Control’s (DTC) applications, especially the front-wheel lift detection.

Installing a smaller battery with a 7 Ah capacity achieved a weight saving of around 1 kg (2.2 lbs).

More sophisticated instrument cluster offering a wider array of functions and information.

Just like its other new features, the S 1000 RR’s instrument cluster is optimized for super-sports performance. The unit on the BMW HP4 provided the technical basis. For optimum clarity, however, the LCD display on the new RR has 640 segments instead of the previous 320, while the analogue rev counter now features a new and even easier-to-read scale.

In addition to displaying a digital readout of the speed, selected riding mode, settings for Race ABS, DTC and DDC as well as menus, other information can be called up in the display (depending on the optional extras fitted). These include, for example:

• Current banking angle to left/right.
• Maximum banking angle achieved to left/right.
• Current deceleration rate in m/s2.
• Maximum deceleration rate achieved in m/s2.
• Intake air temperature.
• Torque reduction by DTC.
• Speed warning (“SPEED” appears in the display when a predefined speed is exceeded).
• Average speed.
• Average fuel consumption.
• Trip 1 and 2.
• Remaining range.
• Total mileage.

 

For riders who plan to use the new RR on the race track, the Race info menu provides even more, highly useful data:

• Lap time and lap distance.
• Lap-specific speeds (min., max., average).
• Active riding mode for each lap.
• DTC setting for each lap.
• Maximum banking angles to left/right for each lap.
• Maximum DTC torque reduction for each lap.
• Maximum deceleration rate for each lap.
• Number of gear changes for each lap.
• Average throttle twist grip position for each lap.
• Total laps, total riding time and total distance.
• Best ever lap.

 

Body, Design and Color Scheme

To some extent, the launch of the S 1000 RR in 2009 marked the dawn of a new era for the superbike segment. Boasting all the technical credentials to deliver maximum performance, as well as rigorous lightweight engineering and rider assistance systems such as Race ABS and traction control that were unprecedented in the super-sports realm, this machine gave a whole new meaning to the term superbike. The spectacular performance figures for the RR were reflected in its unmistakable, exceedingly dynamic design. Styling elements such as the “split face” with its asymmetric headlight arrangement and the gill-type air outlets on the right side of the fairing turned into key signature features.

 

New bodywork for an even sportier design language.

The latest-generation S 1000 RR also lends visual expression to its freshly honed performance abilities. Its design is even more focused, sharper and more sophisticated than its predecessor, and clearly conveys the renewed increase in power at first glance. The distinctive RR line, which slopes down at the front before rising up steeply from the fuel tank back towards the tail, has been endowed with even more dynamic flair on the new RR. It gives the bike an even more electrifying feel while visually dividing it into two planes, with the technical area at the bottom and the ergonomic section on top.

The lightness which accompanies all the performance feats of the new RR is captured beautifully by its completely redeveloped bodywork. The super sporty nose-down tail-up pose seems to be propelling the new RR forward while still stationary with more vigour than before. At the same time, it has adopted an even more dynamic interpretation of the familiar asymmetrically styled side fairing sections with the distinctive gills on the right and the split face with its asymmetric headlight arrangement.

Features enhancing the technical prowess of the new RR include the redesigned cooling air outlet on the left, which works in unison with a precision air-guiding seam to improve dissipation of the cooling air and the bike’s aerodynamics. The air-deflecting winglets are now integrated into the new fairing more neatly than previously. These aerodynamic aids also reduce pressure on the arms at high speed.

Reversed headlight asymmetry and a more aerodynamically designed windshield.

The new RR is instantly recognizable from the front. Both the slender silhouette, with an enlarged air intake positioned directly in the zone of highest dynamic pressure for an even better intake air flow rate, and the asymmetrically designed headlights are highly reminiscent of the previous model’s front end and clearly have the genetic makeup of the RR. A new windshield has been fitted as part of the measures to further streamline the bike’s aerodynamics.

The asymmetrically designed headlights have swapped sides, with the dipped-beam lamp now on the right and the high beam on the left. The asymmetric arrangement of the headlights has been deliberately diffused at the bottom, while the outlines of the two headlight units now match each other. The characteristic asymmetry of the upper sections has been retained, however, as a clear distinguishing feature. As a result, the new RR can be easily identified as a member of the BMW RR family, yet it also clearly stands out from its predecessor as a brand new model.

The tail end tapers to a point while rising up sharply at the rear, giving this part of the new S 1000 RR an extremely light and sporty appearance. The rear seat upholstery is influenced by the forms around it and comes together in a point at the rear to further reinforce its sporting intent. The flat and dynamic looking passenger seat cover (optional) adds to the racing feel.

The new-look engine spoiler rounds off the sporty, road-hugging silhouette at the bottom. Featuring openings for dissipating heat as standard, or alternatively available in an enclosed version made from lightweight carbon (two special accessory variants), it lends added visual impact to this machine’s extraordinary performance credentials.

The new S 1000 RR is the picture of dynamic performance and agility even when viewed from above. The slim aluminum tank means ideal ergonomics for the sports rider, while the plastic airbox cover includes a specially formed recess that makes space for the lower section of the helmet when riding at high speed, enabling the rider to adopt an even more streamlined position.

Instrument cluster area with a thoroughly sporty and technically refined look and feel.

The instrument cluster on the new S 1000 RR makes no secret of its racing genes. Besides a large analogue rev counter with new scale markings, there is also an LCD display for providing a wealth of information hitherto unknown in this segment – even lap times and banking angles can be recorded. Meanwhile, the yoke milled from high-strength forged aluminum will delight all technology connoisseurs.

Three Distinct Color Schemes

The sporty and dynamic presence of the new S 1000 RR is translated into three color combinations: Racing Red / Light White, Black Storm metallic as well as the BMW Motorsport colors.

Racing Red / Light White.

This distinctly sporty color scheme takes on an even more dynamic flair on the new-generation RR. The rich Racing Red is a dramatic contrast with the Light White finish on the sides of the fuel tank trim and the top of the side fairing sections, while the painted model graphic superimposed on top of the fuel tank paintwork adds a classic touch.  This color scheme will be combined with the design option wheel which has a red highlight around the rim.

 

Black Storm metallic.

In dark Black Storm metallic, the RR’s sporting statement has a laidback feel. Rather than being painted, the side fuel tank trim and the top of the side fairing sections have a sophisticated grained finish. The model graphic is located on the side fairing section below the BMW logo.

BMW Motorsport.

In this color scheme, the new RR is emblazoned in the colors of BMW Motorsport (Lupin Blue metallic, Light White, Racing Red) and brings both its pedigree and its racing genes to the fore. Here, the model graphic can be found on both the fuel tank and on the motorcycle’s tail.

Equipment Range

Optional equipment and special accessories.

A comprehensive range of optional equipment and special accessories are available for further customization on the new BMW S 1000 RR. Optional equipment items are factory-fitted and integrated in the production process and will also be offered within discounted packages. Special accessories can be fitted by BMW Motorrad dealers or customers themselves, which means the motorcycle can also be retrofitted with equipment.

Optional equipment.

• Race Package: Pro riding mode, Dynamic Traction Control (DTC), cruise control.
• Dynamic package: Dynamic Damping Control (DDC), Gear Shift Assist Pro, heated grips.
• Standard Package:  Gear Shift Assist Pro, Race Package (Pro riding mode, DTC, cruise control), heated grips.
• Premium Package: Dynamic package (DDC, Gear Shift Assist Pro, heated grips), Race Package (Pro riding mode, DTC, cruise control), forged wheels.
• Ride Modes Pro
• Dynamic Traction Control (DTC)
• Dynamic Damping Control (DDC)  
• Gear Shift Assist Pro.
• Heated grips.
• Cruise control.
  • HP forged wheels.
  • Design option wheels (with red highlight).
  • Anti-theft alarm system.
  • Passenger seat cover.

 

   Special accessories.

HP Parts.

• HP carbon fairing sections top left/right.
• HP carbon tank cover left/right.
• HP carbon airbox cover.
• HP carbon engine spoiler.
• HP Race carbon engine spoiler.
• HP carbon front fender.
• HP carbon rear fender.
• HP carbon chain guard.
• HP carbon heel guards.
• HP passenger foot pegs.
• HP rider foot peg system incl. HP carbon heel guards, adjustable ergonomics.
• HP Gear Shift Assist Pro.
• HP folding brake and clutch lever.
• HP hand lever protector.
• HP forged wheels.
• HP titanium exhaust system.
  • HP carbon bracket for titanium exhaust system.

 

HP Race Parts.

 

• HP lap timer.
• HP Race data logger.
• HP IR transmitter/receiver 2D.
• HP Race calibration kit 3.
• HP Race cover kit.
• HP Race power kit.
  • HP Race brake pads.
  • HP Race brake bleed valve.
  • HP Race brake bleed assistant.
  • HP Race handbrake lever with remote adjustment.
  • HP Race wiring harness.
  • HP Race chain tensioner.
  • HP Race seat.
  • HP Race pit carpet.

 

Storage accessories.

 

• Tank Bag.
• Rear bag.

 

Design.

 

• Passenger seat cover.

 

Sound.

 

• HP sport silencer by Akrapović.
• HP titanium full exhaust system by Akrapović..
• HP carbon bracket for HP titanium full exhaust system.

 

Ergonomics and comfort.

 

• Comfort rider’s seat.
• Comfort passenger seat.
• High windshield
• Tinted windshield.
• High tinted windshield.
• Heated grips.

 

Safety.

 

• Anti-theft alarm system.
• Engine protection left/right.
• Axle drop pads.
• Ride Modes Pro (DTC and 2 riding modes: “Slick” and “User”).
• Small first aid kit.

 

Maintenance and technology.

 

• Sport 2 workstand front/rear.
• Swingarm adapter for Sport 2 workstand.
• BMW Motorrad battery charger.
• Puncture repair kit for tubeless tires.
• Indoor dust cover.
• All-Weather Motorcycle Cover.

 

Rider equipment.

 

• Double R suit.
• DoubleR jacket.
• DoubleR Skin undersuit.
• DoubleR boots.
• DoubleR gloves.
• Plastic knee sliders.

 

* homologated solely for race track use

 

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 the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country.  BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 and X4 Sports Activity Coupes.  The BMW Group sales organization is represented in the U.S. through networks of 339 BMW passenger car and BMW Sports Activity Vehicle centers, 140 BMW motorcycle retailers, 120 MINI passenger car dealers, and 35 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.

 

Information about BMW Group products is available to consumers via the Internet at: www.bmwgroupna.com.

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Journalist note: Information about BMW and its products in the USA is available to journalists on-line at www.bmwusanews.com. 

 

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