PRESS RELEASE

Overall Concept and Features.

Introducing the new BMW S 1000 RR on the legendary Monza Racing Circuit, BMW Motorrad is for the fi rst time launching an absolutely innovative supersports with a straight-four power unit.

With this world debut, BMW Motorrad is indeed establishing a true milestone in the world of sports machines, combining engine output of 142 kW (193 hp) with overall weight of just 204 kg (450 lb) including fuel (183 kg/403.5 lb dry weight, 206.5 kg/455.3 lb overall with Race ABS).

Specifications of this calibre make this supersports machine not only an absolute highlight in terms of its power-to-weight ratio and performance, but also, equipped with Race ABS and DTC Dynamic Traction Control, a new benchmark in terms of riding dynamics, safety and innovation.

The decision to present this unique performer in Monza was by no means a coincidence. For since the beginning of this year Team BMW Motorrad Motorsport has been playing an active role in the World Superbike Championship, the new S 1000 RR setting the foundation for the production-based racing machines ridden by BMW Motorrad’s two works riders Troy Corser and Ruben Xaus. And obviously the Royal Park in Monza is the ideal place for a presentation of this calibre.

The Challenge for BMW Motorrad.
To successfully enter the World Championship with a Superbike today, a manufacturer needs a production model with the right kind of overall concept consistently applied in all areas. The essential factors, therefore, are supreme power, a wide range of engine speed, fast revving capacity also over a long period, optimum chassis stiffness, and perfect set-up of the engine.

Other features absolutely essential more than ever particularly in the top league of supersports motorcycles are simple and straightforward rideability, lightfooted handling, and above all safety features such as rider assistance systems like ABS and traction control giving the customer precisely what he needs.

Developing the S 1000 RR, BMW Motorrad has entered completely new, unchartered terrain. Clearly, this meant a huge range of new challenges and responsibilities for the entire Development Team, but also gave the Team enormous motivation in seeking to set new standards.

The specific targets in developing the S 1000 RR were therefore clear:
• To achieve output and performance of the highest standard.
• To make the suspension absolutely stable, with top handling and supreme traction.
• To give the new machine that unmistakable, dynamic design of BMW Motorrad.
• To reduce the weight of the motorcycle to an absolute minimum.
• To ensure top quality typical of BMW .

Unique against the competition.
Over the years and decades, the principle of combining a straight-four power unit with an aluminium bridge frame has been consistently developed and has become the dominating technical concept particularly in the supersports segment. The reason, quite simply, is that a motorcycle of this kind offers significant benefits in terms of riding dynamics, long-distance endurance, and straightforward production.

Precisely this is why the new S 1000 RR also applies this concept with its proven fortes and advantages. But even while the S 1000 RR, in its concept teaming up a straight-four power unit and an aluminium bridge frame, may appear at first sight to have similarities with some competitors, the Development Team at BMW Motorrad has succeeded in enhancing the existing status of this concept in virtually every respect.

As a result, the S 1000 RR offers not only a wide range of USPs in terms of technology, performance, and design, but also, through its particularly compact overall layout, clearly demonstrates the high school of European engineering in the supersports four-cylinder segment.

Maximum performance and riding dynamics.
The consistent concept of the S 1000 RR supersports is borne out in particular by the truly fascinating, innovative high-performance technology and incomparable riding dynamics of this new machine. The result is an exceptional combination of supreme riding precision and agility, on the one hand, with unparalleled engine power and performance, on the other, providing an overall package truly unique in the market.

Never before has a BMW motorcycle been conceived and built more consistently for supersports riding in terms of its concept and overall construction. But at the same time the new S 1000 RR retains many of the virtues so typical of every BMW to this day: Extreme sportiness and riding dynamics combined with supreme everyday riding qualities, playful handling together with supreme riding stability, outstanding performance combined with unparalleled active safety, as well as dynamic, unmistakable design in conjunction with optimum ergonomics and aerodynamics.

Free choice of engine characteristics as well as Race ABS and DTC Dynamic Traction Control
The new S 1000 RR also excels through features and qualities typical of BMW such as a long running life, superior quality of production and optimum environmental compatibility thanks to the use of the most advanced exhaust management with two fully controlled three-way catalytic converters also able to fulfil future standards and requirements.

Active safety when braking is signifi cantly enhanced by Race ABS developed especially for the S 1000 RR as a genuine supersports and available as an option straight from the factory. A further most signifi cant feature likewise contributing to active safety of the highest standard is DTC Dynamic Traction Control also available as an option and masterminded electronically for supreme precision and practical value.

Facing various riding conditions such as wet roads ("Rain"), regular road conditions ("Sport"), a race track with supersport tyres ("Race"), or a race track with slicks ("Slick"), the rider also has the choice of various engine characteristics and set-ups available at the touch of a button. And last but not least, Race ABS and Dynamic Traction Control are combined with the respective riding modes and coordinated with one another to ensure a supreme standard of performance and safety all in one.

Valve drive like in a BMW Formula 1.
The primary objective in developing the new S 1000 RR was to create a supersports with supreme engine power combined with optimum rideability for the highest conceivable standard of all-round performance.

The water-cooled four-cylinder inline power unit chosen to provide these qualities is brand-new from the ground up, developing maximum output of 142 kW (193 hp) at 13,000 rpm and revving up to a maximum speed of 14,200 rpm. Maximum torque of 112 Nm (82.5 lb-ft), in turn, comes at 9,750 rpm.

Following the example of BMW ’s Formula 1 engines, the two intake and exhaust valves per cylinder made of extra-light titanium are operated by very small and equally light single cam followers. In conjunction with the short sprocket driving the camshaft via an intermediate gear, this ensures supreme revving qualities at the highest speeds as well as exact maintenance of valve timing combined with very compact dimensions.

The use of extremely small and light cam followers furthermore gives the engineer greater freedom in choosing the ideal valve lift curves and, accordingly, in selecting optimum performance characteristics on both road and track.

All engine components are particularly compact and light, limiting weight of the overall engine without ancillaries to 59.8 kg (131.8 lb) and keeping the entire power unit very slim and slender.

Innovative exhaust system with interference pipe butterfl ies for optimum power and performance.
Made completely of stainless steel, the exhaust system featured by the S 1000 RR is designed consistently for optimum power and performance. It works according to the 4-in-2-in-1 principle with four individual manifolds of equal length fi rst merging into two pipes beneath the engine block and then extending into a large-volume pre-silencer. From there the exhaust emissions flow through a very short and dynamically designed rear-end silencer to the outside.

A homogeneous power and torque curve ensuring optimum rideability is acknowledged as the requirement for sporting performance on the road and fast lap times on the track. Precisely this is why the exhaust system featured on the S 1000 RR comes with two fully controlled interference pipe butterflies housed in two connection pipes for the two outer and two inner manifolds, in the immediate vicinity of the exhaust ducts. As a function of various parameters such as engine speed and the position of the throttle butterfly, an adjuster opens or closes these flaps, allowing exhaust gas to flow freely between the two manifolds or, respectively, interrupting the flow of gas. This coordinates the sequence of oscillations in the exhaust gas mass flow, reducing exhaust gas counter-pressure at the decisive point (like on a racing muffler) and increasing the cylinder charge accordingly.

This factor alone makes a significant contribution to the very high standard of homogenous overall performance offered by the S 1000 RR.

Lightest supersports with ABS.
The new S 1000 RR offers the highest standard of technology also on its suspension and running gear. Weighing just 206.5 kg or 455.3 lb in road trim and with a full tank, BMW ’s new supersports is by far the lightest machine of its calibre displacing 999 cc and featuring ABS brakes.

One of the features that ensures this light weight is the aluminium bridge frame integrating the engine tilted to the front at an angle of 32° as a loadbearing element for optimum torsional stiffness on minimum weight. The front wheel runs on an upside-down fork with a fi xed tube measuring an ample 46 milli metres or 1.81" in diameter, while a torsionally stiff swing arm made of aluminium holds the rear wheel in position.

The spring and damping action required is provided by a central spring strut pivoting on a guide lever.

The rear frame section of the S 1000 RR is a welded light-alloy structure belted to the mainframe, combining low weight with superior stability and a high standard of robust strength particularly important to riders and teams on the race track.

Putting the rider right in the centre.
The rider’s seating position leaning forward towards the front wheel for an active style of riding is simply ideal for the sporting rider with his particularly dynamic style.

Developing the S 1000 RR, BMW Motorrad has given particular attention to the superior ergonomics of the machine, providing ideal qualities for both small and tall riders and therefore focusing consistently on the rider’s individual requirements. The tank section is as slender as on a 600-cc machine, giving the rider the assurance of excellent control and handling at all times.

In the process of developing the S 1000 RR, BMW Motorrad focused not only on a lightweight structure, but also on minimum dimensions as an absolutely essential requirement. Cylinder bore of 80 millimetres or 3.15", for example, the largest bore in this segment, and the resulting width of the cylinder head, called for particularly attention on the part of the engineers in order to make the front silhouette of the S 1000 RR extremely slim and slender, on the one hand, while providing an efficient flow of cooling air, on the other.

Technical challenges of this kind as well as a development period of just four years made the S 1000 RR the ideal project for consistent, all-out use of CAD (Computer-Aided Design) technology as well as the most advanced calculation methods, for example for the machine’s aerodynamics.

As the bottom line, the S 1000 RR is the absolutely ideal motorcycle for the customers of BMW Motorrad looking for new, unprecedented standards and qualities in the supersports segment.

Overview of technical highlights:
• Best-in-class performance and supreme riding dynamics in the supersports segment.
• Engine output 142 kW (193 hp) at 13,000 rpm, peak torque 112 Nm (82.5 lb-ft) at 9,750 rpm.
• Weighing 206.5 kg (455.3lb) in road trim and with a full tank, this is the lightest supersports in the 1000-cc class with ABS.
• Best power-to-weight ratio in this class of just 1.05 and, respectively, 1.06 kg
(2.31 and, respectively, 2.34 lb) per horsepower without/with Race ABS.
• Optional Race ABS for outstanding brake performance and safety. Weight of the entire system just 2.5 kg (5.51 lb), while other systems of a similar kind weigh up to 10 kg.
• Optional DTC Dynamic Traction Control in conjunction with Race ABS for optimum performance and maximum active safety when accelerating.
• Only supersports machine with Race ABS and DTC Dynamic Traction Control.
• Various riding modes available at the touch of a button for wet surfaces, regular road requirements, race tracks with sports tyres and race tracks with slicks.
• All-round set-up, coordination and balance of Race ABS, DTC Dynamic Traction Control and engine management for all four riding modes.
• High-speed, extra-sturdy valve drive with individual cam followers and titanium valves following the example of BMW ’s Formula 1 engines.
• Innovative exhaust system with a small and short rear-end muffl er, pre-silencer and electronically controlled interference pipe fl aps as well as a fully controlled exhaust gas manifold and two fully controlled three-way catalytic converters.
• Optimum gas dosage combined with maximum functional reliability ensured by E-gas (ride-by-wire), incorporating two bowden cables
(opening and closing cable) leading to the throttle butterfl y adjuster.
• Fulfilment of all environmental standards with the potential to meet future emission requirements ensured by two fully controlled catalytic converters and digital motor electronics.
• Damper elements with a wide range of adjustment on the spring base, the inbound and rebound stroke, as well as the greatest damping reserves, particularly for racing.
• New, clearly defi ned, simple and straightforward options to adjust the suspension and running gear.
• Aluminium tank unique in this segment for further reduction of overall weight.
• Supreme handling combined with best-in-class high speed and braking stability.
• Multi-functional instrument cluster with racing features such as a laptimer. The rider is able to set all functions directly from the ends of the handlebar.
• New generation of switches with optimised ergonomics.
• Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider.
• Optional HP Gearshift Assistant for shifting up without operating the clutch and without the slightest interruption of torque and pulling power.
• Wide range of equipment, special features and options tailored to the S 1000 RR and naturally offering full BMW quality.

Review

BMW has never been a brand that’s interested me much. To be honest, I’ve always found their motorbikes a bit disappointing. Not because they makes a bad bike – oh no, everyone who’s ever owned one seems to harp on about how reliable they are and what great machines they make. But because BMW make some awesomely high performance cars, and when you compare the same brand to the motorcycle market, you’d better have brought your slippers and a pipe as it’s always been Captain Sensible on the 2-wheeled side and fairly dull.

That is, until now. The powers that be realized that no fresh young blood were buying BMWs, and its demographic was just getting older. BMW decided that enough was enough, and went to work to change all that. More than 5 years ago, the BMW Superbike team sprung into production with a select few brilliant engineers and designed parts, engine configurations, a traction control system and ultimately a prototype that now has become the S1000RR – and BMW’s finest sportbike to date.

However, BMW’s creation of a unique Superbike for the street can only be taken seriously if it can also perform on the racetrack against the best manufacturers in the business. And it did: BMW went up against the almighty Japanese and the passionate Italians, head-to-head on some of the best racetracks across the globe. The World Superbike Championship (www.worldsbk.com) is a fierce championship that takes no prisoners. In its first year of racing, the S1000RR stuck it right up there with the best of them while in the hands of hard-chargers Troy Corser and Ruben Xaus.

I kept my eye on the race results last season and was impressed by the speed and competitiveness of the BMW. The European press launch also shot out positive vibes, but I wasn’t convinced. I needed to ride it myself.

Finally my chance came at the U.S. launch, held at the Palm Beach International Raceway in Florida. And it was the perfect setting – good weather, and a fun race track with all types of corners and a long back straight.

We’d been educated the previous evening about the unique high-revving engine, vast options in the traction control and ABS system, how clever the machine was and how it helped you become a better and safer rider. Again, even though it all sounded quite impressive and technologically advanced, it also sounded like the technology was taking over for the rider – and I didn’t like the sound of that.

As I flung my leg over for the first time, the S1000RR felt comfortable and had a simple and clutter-free cockpit. The buttons to change modes are super easy, and so is the system to make changes. At last, an easy system you can use while you’ve got your helmet and gloves on.

So here we go. On the first ride aboard the brand new S1000RR, we were told to select “Rain” mode, which virtually takes over and stops the rider from making any serious cock ups by restricting throttle opening, power and lean angle. It’s the safest mode of all. You just couldn’t crash in a mode like this; it’s moron-proof. I rode it and it definitely worked. It restricted just about all rider inputs and left me feeling like a passenger rather than a rider.

Not for me, next please. Next up was “Sport” mode. Again, restricted throttle, angle and traction, and although it unleashes its power when straight up and virtually safe, it left me feeling restrained. The bike won’t even wheelie. “Race” mode was next, and this was the first mode that made the machine feel like it had some bite. It allowed you to feel the rear tire and gave you a connection with the machine. However, as soon as the rear tire spun for a nanosecond, or the front wheel came off the ground, the traction control instantly kicked in and your fun ended prematurely. As I skipped through the modes with frustration that a computer was taking over from my own inputs, I noticed that it did however prove that the DTC (Dynamic Traction Control) system does work. Riders of less experience or skill level will benefit and be able to stop most stupid mistakes from happening.

The final two modes are “Slick” and “ABS off.” Both lit the touch paper to the explosive speed and wheel-spinning madness that the BMW S1000RR contains. Both modes allowed you access to a whole different motorcycle. Now yes, that’s what I was looking for.

With my hand movements having an effect with the rear tire, I felt an important connection and more in control. The S1000RR felt great underneath me and with a good power-sliding drive onto the back straight, you could top out just past 180mph. The corner made you stop, the engine felt like it had heaps more to give. And braking, shifting down the gears and letting the slipper clutch do its thing was all effortless.

Brakes, slipper-clutch, chassis feel and suspension were all superb, as was the riding position, all giving the rider an easy time and the ability to fully enjoy the experience. My only issues were difficulty shifting back to second gear at a rapid rate. A bit more care was needed on the final shift. Up the box was a different story altogether: it was as good as any box I’ve felt, made even sweeter by the almost perfect quick shifter. Now that’s technology I like.

Lap after lap, session after session, I played around with the S1000RR and found a very interesting character in the German build. No doubt, this is a damn fine sportbike. The WSB championship told us that. But sat here, priced competitively among the Japanese best, BMW has delivered much more. It’s a wonder how it did it – so much for so little, and without using cheap or inferior parts, either.

BMW has done what it set out to achieve: Build a competitive Superbike and make it appealing to a younger audience. I can tell you, absolutely and for sure, that this is a quality sportbike. It’s competitive on all levels and it comes with DTC to help us stop crashing.

If your Dad’s reading this, he’ll be shaking his head is dismay upon learning that BMW has now bikes on both sides of the generation gap. But if you’re a sportbike man, take note: BMW motorcycles no longer mean early nights and comfy footwear. They mean fast, furious, action and adventure into 2wheeled bliss. BMW motorcycles have opened a whole new door for themselves, and a new and ambitious younger generation waits.

www.bmw-motorrad.com