2019 bmw s1000rr tft display quotation

The anticipation surrounding BMW’s 2019 range has been hard to surpass this year. As well as revamping some of Europe’s best-selling bikes – turning the R1200GS Adventure into the R1250GS Adventure – it’s got a completely new S1000RR superbike, new R1250R and R1250RS and a new F850GS Adventure. The Bavarian firm is setting new standards across the board.

When BMW first entered the superbike arena a decade ago, most seasoned industry-watchers reckoned it would take a little while for the German firm to climb up to the established Japanese and Italian benchmarks.

Not a bit of it. That first S1000RR blew us all away with its performance and poise, and it’s just kept getting better since then. BMW might not have chased WSBK titles like some of its rivals, but as a road-going superbike its first attempt hit the bullseye from day one.

So, with all the experience from that first attempt in the bank, just how good will the S1000RR’s successor turn out to be? On paper, at least, it’s a new standard-setter.

In just about every measurable metric, the 2019 bike is step forward. Power? Up by 8hp to 204bhp (that’s 207PS or 152kW). Weight? Ready-to-ride, it’s down an astonishing 11kg, from 208kg to just 197kg. With the optional ‘M Package’, it drops to an anorexic 193.5kg.

And it doesn’t skimp on technology, either. BMW is ushering in an age of variable valve timing and lift with its new ShiftCam system, which first appeared on the new R1250GS, revealed a few weeks ago. Impressively, the firm has also added the ShiftCam to the S1000RR. It’s a clever system that’s far more advanced than the simple phase-shifting variable valve timing setups on bikes like Ducati’s Multistrada or Kawasaki’s GTR1400. It involves moving the camshaft side-to-side to engage one of two different cam profiles – a low-lift, short-duration one aimed at torque and low-rev emissions performance, or a high-lift, long-duration profile targeting peak power. On the R1250 models, it’s relatively simple – each intake cam only has one cylinder’s valves to worry about – but on the S1000RR, with four inline cylinders, it’s rather more complex, as at any one time, at least one cylinder’s inlet valves are likely to be open. The solution is to have two sliding sections on the intake camshaft, sliding on a splined centre. Each section deals with two cylinders, and can slide during the fraction of a second when the inlet valves on those cylinders are closed. The cams shift at 9000rpm.

The result is that while peak torque is the same as the old bike – 83lb-ft at 10,500rpm – the new S1000RR makes more than 74lb-ft (100Nm) all the way from 5,500rpm to 14,500rpm.

The frame’s new, too, making greater use of the engine as a structural component and reducing the width of the bike. It’s between 13mm and 30mm narrower than its predecessor in different areas, and BMW says its only 20mm wider than a V4-powered bike would be - which intriguingly suggests BMW has also looked quite carefully at the V4 option…

From the rider’s seat, you see a new colour TFT dash with four screen layouts that can show a vast amount of information, up to and including your current and maximum lean angles and braking performances. It also has lap timers and datalogging built in.

The new bike looks very different to its predecessor, too, finally losing the divisive, lopsided headlight layout and adopting a more conventionally pretty style. The new headlights are supposed to be reminiscent of the ‘kidney’ grilles on BMW’s current car range. It’s not just about looks, though; BMW says the new fairing is more aerodynamic.

2019 bmw s1000rr tft display quotation

How do you evolve and improve one of the most ferocious super sport bikes on the market? By focusing relentlessly on weight savings, increased power, and technology and that’s just what BMW has done with the 2019 BMW S 1000 RR for sale in Concord, CA. With a sleek new design and a revised engine, the 2019 BMW S 1000 RR is ready to tear up your favorite track or back road. Hurry into BMW Motorcycles of Concord and test drive a 2019 BMW S 1000 RR near Oakland and experience the rush for yourself. Our enthusiastic sales people can answer any question you have about the S 1000 RR and help you choose one from our 2019 BMW S 1000 RR inventory near Oakland, CA. We’re located in Concord, CA and have served riders from all over the surrounding areas near Oakland, Richmond, and Berkeley, CA and we look forward to serving you too!

There is no questioning the sporty intentions of the 2019 BMW S 1000 RR in Concord, CA thanks to its aggressive looks. The dual headlight design features LED elements that give the bike an intense stare, smooth flowing fairings look ready to cut through the air, while high performance tires mounted on available carbon fiber wheels lend a track ready air. The seat is only 32.4 inches from the ground and the compact riding triangle helps you tuck down, out of the air stream. The 2019 S 1000 RR comes in either a Racing Red or Motorsport color scheme. When you’re riding a bike with this much performance, you need to be able to keep an eye on the vitals quickly and easily so the BMW S 1000 RR comes with a 6.5-inch TFT screen that can display different settings using the multi-controller.

The heart of this superbike is a redesigned 999 cubic centimeter four-cylinder engine that produces an incredible 205 horsepower and 83 lb.-ft. of torque. The engine weights an impressive nine pounds less than the last version, is narrower, and utilizes BMW’s ShiftCam technology to optimize the engine’s valve timing and lift for optimal response even at low engine speeds. The S 1000 RR is also available with Dynamic Damping Control that reacts to the road surface faster in order to provide better handling and a smoother ride. The ABS and riding modes work together to change how the motorcycle responds allowing you to increase control in inclement weather or maximize performance on the racetrack.

2019 bmw s1000rr tft display quotation

Of course, they’re not, though less obviously it appears the S1000RR has a handbrake. Well alright, not a handbrake but a hill-start assist system that has me pondering if it’s such a good idea for anyone who struggles with this fairly basic skill to be swinging a leg over a 210bhp superbike in the first place. I’ve been up since 4:30am, bear with me…

I was first impressed by the S1000RR from the seat of a CBR1000RR when I had a go at Superstock in 2010. Back then they may as well have had their own overtaking lane on pretty much every straight piece of tarmac.

An immense amount. Almost unmanageable. But with the ShiftCam technology, BMW has created something just that little bit different to other four-cylinder bikes (with the exception of the crossplane-cranked Yamaha R1 with its V4-aping firing order) by having the ability to alter the camshaft profile once the motor gets above 9,000rpm.

It’s a little different with the BMW and while I’m fine on the straights, occasionally through the longer right-hand corners, where I’m looking up the track and not at the shift lights on the dash, I definitely need to shift earlier.

Handling was never exactly an S1000RR weak point, and the new bike is an absolute razor. It’s fast steering and holds a line really well, the more road-biased Racetec K3 tyres and my bravery seemingly the two biggest limiting factors to high corner speeds.

It’s hard to not be impressed by the BMW. It’s been built to win races and while it’s struggling a little in the Superbike classes, it’s been running right at the front in the Superstock class and won a couple of TT races last year in the hands of Peter Hickman (the Smiths Racing hat-trick lost only to an overheating superbike motor, a problem that has since been remedied with a new water pump design).

As a road bike it works too, if sports bikes on the road are your thing. I totally get why someone might want to ride an S1000RR on the road, but for me it’s a bit of a waste.

2019 bmw s1000rr tft display quotation

The problem is that the S1000RR just got a refresh with a beautiful new TFT gauge and updated styling, whereas the S1000R has remained the same since 2014. Aside from new electrickery, not much has changed from a design perspective.

2019 bmw s1000rr tft display quotation

BMW S1000RR is a race oriented sport bike initially made by BMW Motorrad to compete in the 2009 Superbike World Championship,Munich in April 2008,four-cylinder engine redlined at 14,200 rpm.

BMW made 1,000 S1000RRs in 2009 to satisfy World Superbike homologation requirements, but expanded production for commercial sale of the bike in 2010. It has a standard anti-lock braking system, with an optional electronic traction control. As of 2016, it has a wet weight of 204 kg (450 lb), and produces 148.4 kW (199.0 hp; 201.8 PS) at 13,500 rpm.dyno.

The S1000RR was released in 2009 and was considered the best-equipped sport bike in the 1000 cc category, and with a bore and stroke of 80.0 mm × 49.7 mm (3.1 in × 2.0 in), it also had the biggest bore in its class. The bike came factory fitted with ABS and dynamic traction control, a first for road-going superbike at the time. On top of this, it came standard with three riding modes (Wet, Sport and Race) with an additional riding mode (Slick) available only after connecting a dongle, that you received with the bike, to a special jack under the seat. It was also the first production motorcycle to offer an optional quick shifter. This is a clutchless shifter that allowed you to upshift with no clutch actuation even at full throttle. After the initial delivery of motorcycles the factory started shipping them with a software governor that limited RPM to 9000 for a short break in period that was later removed by the dealers.

In 2012, the bike received slightly more significant changes. It was given a new face of the tachometer as well as new throttle maps for each of the four riding modes, to combat throttle response issues that customers were facing with the bike. To further aid this issue, BMW updated the throttle tube to be lighter and have a shorter pull. The intake and exhaust systems also received updates, the ram air intake was made to be 20% larger, as well as moving the catalytic converters to the muffler from the headers. This allowed for the oil sump heat shield to be removed, saving a small amount of weight. The optional DTC (Dynamic Traction Control) was also updated, smoothing the butterfly valve action when a wheelie was detected, providing a less violent intervention to the bikes front wheel lifting off the ground. The chassis was also updated, with the front suspension being lifted by 4 mm (0.2 in) and the rear being dropped by 5 mm (0.2 in). The wheelbase was also reduced by nearly 10 mm (0.4 in) through a tooth addition in the rear sprocket (45). The angle of the steering head was also revised and the offset of the fork was reduced by 2.5 mm (0.1 in). The triple clamp on top of the fork was also updated to a forged aluminium component. Lastly, the spring rates and valving in the suspension were overhauled, including special check valves to allow for completely independent compression and rebound adjustment, coupled with a 10-way adjustable steering damper. The 2012 visual updates included new heel plates, a slimmer-looking tail section and reshaped side panels with plastic winglets said to improve aerodynamics at speed. Smaller visual updates included grilles on the side of the tank plastics and a new "RR" logo.

In 2013 the bike did not receive updates to the same extent as the 2012 bike. However, BMW introduced the HP4 variant, a more track-oriented version of the standard S1000RR. The 2013 HP4 saw the ride-by-wire system again taken to a level unseen outside of the WSBK and MotoGP. The HP4 was fitted with a Dynamic Dampening Control (DDC) system that updates and makes changes to the suspension every 11 milliseconds, responding to various sensors as well as throttle input and is adjustable on the fly, a first on any production motorcycle.Brembo Monobloc brake calipers. The riding modes of the HP4 differ from the standard bike, in that it allows for all 144 kW (193 hp; 196 PS) to be accessed in four modes. The HP4 also introduced combined braking, meaning that in all modes except slick, the back brake is applied automatically when the rider applies the front brake. It was offered in multiple race kit packages, ranging from the stock claimed 144 kW (193 hp; 196 PS) of the S1000RR all the way up to a claimed 158 kW (212 hp; 215 PS). The 2013 HP4 was also equipped with more electronic features, launch control and pit-mode, all accessible from the controls on the handlebars. The bike was also given its own colorway and an HP4-specific tachometer face. Also available at extra cost was a competition and premium package which included HP carbon engine belly pan, side spoilers and trim, HP folding clutch and brake levers, HP adjustable rider footrests, standard forged wheels finished in Racing Blue Metallic, a decal kit, (optional) heated grips, a pillion rider kit and an anti-theft alarm.

The 2014 S1000RR saw some more minor updates and the first race-ABS as standard. The handlebars were also slightly modified, as well as some very minor changes to the fairings.

In 2015, the S1000RR saw major updates and changes. Notably, the bike now weighed 4 kg (8.8 lb) less and gained 4.4 kW (5.9 hp; 6.0 PS) to a claimed output of 148 kW (198 hp; 201 PS). This was achieved through reshaping the ports, a new cam profile, lighter valves and shorter velocity stacks drawing from a larger airbox. An all-new exhaust has also been implemented, drawing from the previous years HP4, adding a controlled interference pipe and acoustic valves. More options made available in the 2015 variant were included in the "Dynamic Package" which included BMW"s Quickshift Assist Pro, allowing for clutchless up and downshifts. BMW also introduced a "Race Package" which gave the user DDC from the HP4, a "Pro" riding mode as well as launch control, a customizable pit limiter and cruise control. To the electronics, BMW again added smoother front wheel lift intervention and a new "User" mode, where the rider is able to customize some defined parameters, allowing for a fully personalized riding experience. More learnings from the HP4 include combined braking (automatically activating the rear brake when the front brake is applied), on-the-fly ABS and DTC control and lean angle sensors that provide a readout on the dash.

The S1000RR received a full model change for 2019 at the November 2018 EICMA, Milan, Italy. The 999 cc (61.0 cu in) four-cylinder engine is entirely new, which is claimed to produce 152 kW (204 hp; 207 PS) at 13,500 rpm (up 4.5 kW (6.0 hp; 6.1 PS) from the previous iteration) and 113 N⋅m (83 lbf⋅ft) of torque at 11,000 rpm. This new engine employs BMW ShiftCam technology on the intake side, which varies intake valve timing and lift. The system has sliding concentric outer shafts, with two different cam profiles on them, on a splined inner shaft with the drive on one end. An ECU-controlled motor switches between low- and high-speed cams at 9,000 rpm in under 10 milliseconds, which produce soft, low-lift, short-duration cams for low-down and midrange torque, then a more aggressive profile cams for peak power production. The outer shafts are moved by a movable pin engaging in a cammed slot on the shaft, which slides the outer camshaft section left and right as needed. BMW claims the addition of this system gives the S1000RR a more linear torque curve than its predecessor.

Aside from power increase, the S1000RR"s engine gains a weight loss of nearly 4 kg (9 lb) and a more compact external design. This was achieved through the use of specialized parts, like hollow-bored titanium intake valves and new DLC rocker arms that are said to be 25% lighter. The camshafts are now directly powered by the crankshaft, thus eliminating the need for the previous idler gear. The water and oil pumps are combined into one component for a compact design. The exhaust system is also 1.28 kg (2.8 lb) lighter on the 2019 model, which contributes to a total 11 kg (24 lb) loss in comparison to its predecessor. This brings the overall curb weight of 197 kg (434 lb).

To harness the power output, BMW gave the S1000RR a package of electronics suite of rider aids, including ABS Pro (cornering ABS), Dynamic Traction Control (DTC), Dynamic Traction Control Wheelie Function, Shift Assistant Pro (which allows for clutchless up and downshifts), Hill Start Control (HSC), Launch Control and Pit Lane Limiter. There are four preset riding modes: "Rain", "Road", "Dynamic" and "Race", as well as three "Pro" modes, which can be custom tuned and come with a three-stage engine-braking adjustment.

The chassis has been revamped for the 2019 S1000RR, which is focusing on weight reduction while improving handling. The aluminium perimeter frame drops 1.28 kg (2.8 lb) of weight, now using the engine as more of a load-bearing unit and reducing width by 13 mm (0.51 in). With a focus on improving agility, BMW steepened the steering head angle to 66.9 degrees and reduced trail to 93.9 mm (3.70 in). The wheelbase has been increased by 9 mm (0.35 in). The front suspension is a 45 mm (1.77 in) inverted telescopic fork, which is decreased in size from 46 mm (1.81 in), that is claimed to optimize flex and midcorner feel. BMW Dynamic Damping Control (DDC) semi-active suspension is still available on the S1000RR as an option, which has been enhanced with updated damping settings. The fuel tank and seat design are now slimmer. The front fairing is narrower and more aerodynamic than its predecessor, also housing twin symmetrical LED headlights, with the intake directly centered at the front for optimum airflow. The instrumentation now uses a 6.5-inch TFT display, which has four preset settings.

The M package, the first of any BMW motorcycle, is available, which includes motorsport paint finish, M carbon fiber wheels, an M lightweight battery, M Chassis Kit with rear ride height adjustment and swingarm pivot, the M Sport seat and a "Pro" riding mode. The package reduces the weight further to 193.5 kg (427 lb).

The higher-spec variant of the S1000RR, called M1000RR, was unveiled in September 2020 intended as a basis for racing but still road legal."M" prefix normally associated with cars,fairing has aerodynamic winglets that provide downforce.

On 26 June 2008, Spanish rider Rubén Xaus signed to ride the bike for the factory BMW Motorrad team.Troy Corser signed to complete the team"s two-rider lineup for 2009.2009 Superbike World Championship season, the highest race result achieved by Corser was fifth place in the Czech Republic, and Xaus achieved seventh place in Italy.

During the 2010 FIM Superstock 1000 Championship season, Ayrton Badovini dominated by winning every single race but one on the S1000RR.Marco Melandri riding for the factory BMW Motorrad team was the first to secure a win for the S1000RR in World Superbike competition at the British round in Donington Park.Leon Haslam came in second giving BMW a "One Two" finish.

On 2012 Qatar Grand Prix, US rider Colin Edwards rode a S1000RR engined motorcycle for the Forward Racing team.Suter machine placed first in its class and finished 12th overall.

The S1000RR has been used by various riders at the Isle of Man TT since 2010.Michael Dunlop won the superbike class race on his factory-prepared bike entered by Hawk Racing, a UK-based BSB team operating as Buildbase BMW Motorrad, breaking a 75-year gap between wins for BMW.Superstock class, running under his own MD Racing BMW banner. He stated "...this is a great result for BMW. It’s great for a manufacturer when a road bike wins a TT”.hat-trick of BMW victories with a Senior TT win on Friday, 6 June.

In March 2010, BMW released a video on YouTube titled "The oldest trick in the world", which highlighted the S1000RR"s acceleration by pulling a tablecloth off a long 20-seat dining table without disturbing the place settings and table decorations.

BMW issued a recall for bikes built between Sept. 1, 2011, through April 10, 2012 to address an issue with bolts that secure the connecting rods to the crankshaft that could loosen when the bike is ridden at high speed.

Carroll, Michael (2008-04-16). "BMW officially unveils World Superbike contender". Motorcycle News. Archived from the original on 19 April 2008. Retrieved 2008-04-17.

Madson, Bart (2008-04-16). "2009 BMW Superbike S1000RR Unveiled!". MotorcycleUSA.com. Archived from the original on 20 April 2008. Retrieved 2008-04-17.

"Ruben Xaus signs with BMW Motorrad Motorsport". World Super Bikes. 2008-06-26. Archived from the original on December 11, 2008. Retrieved 2008-06-30.

Henry, Jim (March 15, 2010), "BMW Motorcycle Stars in Million-Click Video", CBS Interactive, archived from the original on October 1, 2011, retrieved 2010-10-29

Potter, Marc (17 November 2010). "BMW S1000RR is MCN Machine of the Year". Archived from the original on 19 November 2010. Retrieved 22 November 2010.

2019 bmw s1000rr tft display quotation

Here it is sports fans; perhaps the most eagerly-awaited sportsbike model update for years. You’ve probably seen some shit internet pics being tossed around in recent weeks but the 2019 BMW S 1000 RR – thankfully – looks pretty sexual in production trim. And with actual paint.

Anyway. Enough of the subjective guffery. You want the hard stuff; the 2019 BMW S 1000 RR churns out a claimed 207bhp (up 8bhp) and weighs just 197kg (down 11kg) in kerb trim. A lot more power, a lot less weight. A spiffing start.

The completely new engine itself weighs 4kg less than the old lump and features BMW’s ShiftCam Technology – already debuted on the new GS – which varies valve timing and valve stroke, and allows a wider spread of power for longer; apparently “at least” 100Nm of torque from 5,500rpm to 14,500rpm. The previous incarnation was hardly short on useable power parameters, so this technology is juicily intriguing. The ShiftCam begins work at 9,000rpm and works in conjunction with variable inlet trumpets. 2019’s must-have is obviously variable valve technology…

Other motor upgrades include titanium hollow-bored intake valves (a world first in production), which are activated by DLC-coated rocker arms that are 25% lighter. This allows the redline to be upped to 14,600rpm – some 2,000rpm short of Ducati’s new V4R. Cams are now powered directly via the crank (which means fewer moving parts), while the water and oil pumps are now merged. For 2019, BMW has also allowed a much easier way of reversing the gear pattern for tracks/racing – a real gripe with the previous model – and the throttle bodies are split, meaning a world of power and electronic options.

An all-new aluminium bridge frame still houses the engine at a 32-degree angle but the engine forms more of load-bearing structure. With a fresh headstock assembly and new chassis layout, the 2019 RR is 13mm narrower where you grip your knees – as if you were cracking a nut with your botty. The weight distribution has also changed; more weight on the front from 52.3% to a whopping 53.8%. Nosey.

BMW engineers wanted more agility, feedback and precision for better mechanical grip at the rear-end, so the steering head angle is now steeper (by 0.4 degrees), offset by a 9mm longer wheelbase to 1,441mm. An all-new underslung swingarm weighs 300g less than the old unit and, as you’d expect, the linkage system has been completely redesigned to suit, utilising BMW’s Full Floater Pro Kinematics.

BMW is the only manufacturer still using its own electronics in WorldSBK, so the new RR surely benefits from this. A new 6-axis ‘sensor cluster’ (IMU) regulates revised rider aids, including DTC Wheelie Function which now comes as standard. Rain, Road, Dynamic and Race are the four modes available, with Race Pro again being offered as an extra for racier electronic fine tuning – you also get Engine Brake options as part of the upgrade. Of course, you also get Launch Control and a Pit Lane Limiter. And, wait for it, the 2019 S 1000 RR comes with Hill Start Control. We all laughed when the original RR came with heated grips…

The throttle is now ‘full-e electromotive,’ meaning it’s basically fully electronic which gives an even lighter action, and BMW has also finally ditched the old skool clocks and opted for a rather swanky 6.5-inch TFT screen.

Of course, being BMW, there’s an onslaught of performance enhancing upgrades via the M Performance range; everything from carbon wheels, rearsets, and lightweight battery, to remote brake adjusters and seats. And the price? No confirmation as yet but we’re hearing rumours of the base model starting at around £14,000. Bargain.

In the press guff, BMW reckons that “Our fascinating brief was to take the predecessor model – which has been a dominating force in all disciplines for 10 years – and significantly improve on its performance.” Mmmm, not strictly true now, is it? While it’s unquestionably one of the best road bikes out there, and won every superstock championship going, the RR has proven to be a bit of a munter in superbike trim with no world titles in 10 years of competition. The 2019 BMW S 1000 RR looks set to change that…