2019 bmw s1000rr tft display free sample

“ I have a 2015 S1000RR and was extremely skeptical when I heard about BT Moto and the power they got out of an ECU flash.  After speaking with the team at BrenTuning, all my hesitations were put to rest and I haven"t stop winning first place trophies since! BELIEVE THE HYPE! ”

“ Bren and his team did an awesome job on my bmw s1000rr. Went from 179rwhp an 83 rwtq to 206 rwhp and 93rwtq. Customer service was great and I highly recommend them for any of y"all that want to make that power!! ”

“ Purchased the tune for my 2015 BMW S1000RR. Was skeptical at first and initially had a bunch of questions. Chris was very patient with me and answered them all. Had some problems after receiving my ecu back and Chris was very helpful in getting all my issues worked out. Bike runs fantastic. Definitely worth it. Thank you again guys for dealing with my questions and taking care of everything before and after the purchase. Fantastic customer service. ”

“ After doing some research it was obvious that BT Moto was the best option for tuning of my S1000RR. I wont go into details but after multiple overnighting of parts to me at no additional charge, I"m really impressed and satisfied with the end result and I haven"t even tried out my race fuel tune yet! To top if off I received a random care package of goodies from Chris today. The customer service at BT Moto is probably the best I"ve received from any business I"ve dealt with. Their email response times are unreal as well, lol. Literally sometimes instantly, kinda weird. lol. I would recommend any and everyone to BT Moto for your S1000RR tuning solution. If anyone has any questions or are hesitant before purchasing, feel free to shoot me a message and I"ll help / assist / give you a more detailed opinion on my experience as well. ”

“ I have the Bren Tuning ECU flash on my 2015 BMW S1000RR and it is unbelievable how fast this bike is. This tune is the best thing I got for my bikes. I have also did the Bren Tune for my 2014 BMW S1000r for which it just made this bike really nice. Bren Tuning is the best. ”

A turn-by-turn arrow navigation system guides you to your destination on the 6.5-inch TFT display. Pending riding manoeuvres, such as turns or roundabouts, appear together with a lane guidance.

The 10.25" TFT colour display, on the other hand, opens up new worlds to you, not only in terms of readability, menu navigation and operating concept. Its full-screen mode provides a fully interactive map view. In split screen mode you can rely on several functions at the same time, and you are able to control them in a straight-forward way using the multi-controller.

The new BMW S 1000 RR sees its world premiere at the EICMA 2018. With a completely newly developed engine and suspension, engine output increased by 6 kW (8 hp) to 152 kW (207 hp) (in the USA: 151 kW (205 hp)) and a weight reduction of 208 kg to 197 kg (193.5 kg with M Package), the supersports bike originally launched in 2009 now goes into its third completely new generation. In addition to enhanced performance, other focus points were to make the new RR at least one second faster than its predecessor, create a more user-friendly design and ensure it offered maximum controllability and ridability. Whether in everyday use, on winding country roads or for high-performance race track riding – the new RR leaves nothing to be desired. In particular because BMW Motorrad has moved the assistance systems such as traction and wheelie control, ABS and Hill Start Control to a whole new level; the same applies to the LED lighting system and large TFT screen.

4 kg lighter, newly developed 4-cylinder in-line engine with BMW ShiftCam Technology for variation of valve timings and valve strokes on the intake side.

Model year 2019 sees a number of model revision measures included in the BMW Motorrad program. The models can be ordered from all BMW Motorrad partners in the new configuration from August 2018.

Munich. Model year 2019 sees a number of model revision measures included in the BMW Motorrad program. The models can be ordered from all BMW Motorrad partners in the new configuration from August 2018.

As a general measure as part of the model revision, comfort turn indicators will be included in the standard trim of most BMW Motorrad models from model year 2019 onwards (exceptions: C 650 Sport, C 650 GT, G 310 GS, G 310 R, F 800 R, F 800 GT, S 1000 RR and S 1000 R). Depending on road speed, various reset conditions apply with the new comfort turn indicators; previously turn indicator deactivation was based on a fixed time or distance.

The BMW Motorrad Connected app will receive a major update to version 1.6. The app will then offer additional functions and enhancements that were proposed by the BMW Motorrad community. The digital maps will be completely revised and will be based on the motorcycle optimized navigation by TomTom. As one of the most requested features, the navigation option “winding route” will be introduced. To use the new functions, the customer only needs to update the app in the beginning of August and download the new maps free of charge before starting the next ride.

Newly developed engine with BMW ShiftCam Technology for further enhanced power in the lower and medium engine speed range and increased top-end power.

With its newly developed 4-cylinder in-line engine, now 4 kg lighter than before, the new RR achieves an entirely new level of performance. For this purpose, not only was the geometry of the intake and exhaust ports further optimised, the motorcycle now also comes with BMW ShiftCam Technology – an entirely new technology for BMW motorcycles which varies the valve timings and valve strokes on the intake side. A revised intake passage and a new exhaust system that is 1.3 kg lighter likewise contribute to increased overall performance. Ridability and sprint capability benefit from a substantially increased torque across a wide engine speed range.

On the suspension side, too, the BMW Motorrad developers have left no stone unturned. With the aim of achieving a significant weight reduction, the engine in the new RR now has more of a load-bearing function than was previously the case. The requirement in designing the new main frame, in addition to improving ergonomics, was to have the force applied directly to the engine structure via the shortest possible paths. A significant increase in riding dynamics was achieved in the new RR based on the combination of the new riding geometry, optimised wheel load distribution and a substantial weight optimisation. The new Full Floater Pro kinematics in the rear wheel suspension also contributes significantly to the perceptible increase in suspension performance. All in all, riders of the new RR will benefit from further improved handling, increased traction and even more transparent feedback in all riding states up to the threshold range. In short: the new RR noticeably raises the bar on the suspension side while at the same time offering improved user-friendliness and controllability. The next generation of the electronic suspension DDC is available for the new RR as an optional equipment item. Specially developed for the RR, Dynamic Damping Control (DDC) requires no compromises in terms of suspension set-up. This is made by possible among other things by new valve and control technology. What is more, a shim package is available for selective adaptation when required for ambitious race track riding.

The new RR is fitted with ABS Pro and Dynamic Traction Control DTC as standard. In addition to traction control, DTC also includes the DTC Wheelie Function as standard – available as an ex works option and now individually adjustable for the first time. All control systems have been readjusted for regulation quality and characteristics. While the part integral BMW Motorrad ABS systems already provide a very high degree of performance and safety when braking in a straight line, ABS Pro now takes this a step further to offer increased safety when braking in banking position as well.

The instrument panel of the new RR has also been completely newly developed and is now designed even more consistently for use in supersports racing. In addition to a maximum range of information, the BMW Motorrad developers paid particular attention to ensuring that the 6.5-inch TFT screen provides excellent readability – even in difficult light conditions. The aim was to offer the rider individually tailored screen displays for different uses. The Pure Ride screen shows all the information required for regular road use while the three Core screens are designed for use on the race track, with the rev counter displayed in analog form (Core 1 and 2) or else as a bar chart (Core 3), for example.

“The redesign of the RR engine confronted us with a considerable challenge in a number of different ways. An even higher peak output combined with increased torque in the lower and medium engine speed range – these are apparently incompatible opposites.With BMW ShiftCam Technology we managed a quantum leap.”Jörg Vogt, Project Manager Drive

Whether on the race track or for sporty riding on country roads: the new engine of the RR leaves nothing to be desired. For this purpose, not only has the geometry of the cylinder head’s intake and exhaust ports been further optimised: BMW ShiftCam Technology has also been introduced – a completely new technology for BMW Motorrad which is used to vary the valve timing and valve stroke on the intake side. The system comprises a triple-section intake shift camshaft which has two cams per

activated valve, mounted on a shift segment: one partial-load cam and one fullload cam, each exhibiting optimised cam geometry. The shift speed of BMW ShiftCam is 9 000 rpm.

In practice, BMW ShiftCam Technology in the new RR makes for a substantially further increased torque level as compared to the predecessor model. In addition to the considerable boost in peak output from the previous figure of 146 kW (199 hp) to the current level of 152 kW (207 hp), it is the perceptible increase in torque and therefore pulling power that is particularly positive. Torque of more than 100 Nm is now available from 5 500 to 14 500 rpm, i.e. across an extremely broad engine speed range of 9 000 rotations per minute.

In spite of the fact that BMW ShiftCam Technology itself has a weight of approx. 1.0 kg, the 4-cylinder engine in fact weighs in at a total of 4 kg less than the engine in the predecessor model as a result of these extensive measures. What is more, it is positioned 7.5 mm to the left within the frame. Meanwhile the track of the secondary chain has been shifted 5 mm to the left. As before, oil is supplied in the form of wet sump lubrication, though the oil sump base has been lowered significantly in the interests of much enhanced operational safety on the race track. In order to achieve a lighter and more compact design, the clutch is now activated from the right-hand side of the engine.

As before, the new RR engine is also fitted with variable intake lengths. Here, the length of the intake funnels is varied between levels on a map-controlled basis by means of an electric motor positioned on the intake silencer. The shorter intake passages are opened from an engine speed of 11 700 rpm since these are more favourable in terms of achieving maximum output. The diameter and length of the intake tubes was newly harmonised for use in the new RR, and the intake silencer was reconfigured, as was the air intake. As a result – in conjunction with the newly designed intake ports and BMW ShiftCam Technology – filling and gas exchange are now more effective.

The overriding goal of further enhancing the new RR in terms of output and torque while at the same time further reducing vehicle weight was likewise pursued by the BMW developers in creating the new exhaust system.

The new RR also offers the rider Launch Control for active support on race starts. Activation is during standstill with the engine idling by pressing the start button for more than three seconds. The relevant information is displayed on the screen is the instrument. From the technical point of view, Launch Control also limits engine torque so that the maximum transferable drive torque is available at the rear wheel when setting off in first gear. When the rider shifts into second gear, the engine torque is corrected in line with the change in ratio so that the maximum transferable drive torque continues to be available at the rear wheel during this phase.

While the existing BMW Motorrad ABS systems already provided a very high degree of safety when braking in a straight line, ABS Pro now takes this a step further to offer increased safety when braking on bends as well. Even when braking fast in banking position, ABS Pro is able to prevent the wheels from blocking, thereby reducing the risk of falling when banking – even in the event of panic braking. In the “Race Pro” modes, the ABS function can be set to five different levels, with the ABS Pro function linked accordingly.

“The new 6.5-inch TFT screen offers a level quality in terms of display and information that is unrivalled in this segment. Readability and operation is unprecedented, and the range of accessible information leaves nothing to be desired.”Anton

The instrument cluster of the new RR has a total of four screens (Pure Ride with the main details and three Core screens) and riders can choose what is displayed to suit their needs. The instrument cluster was developed for the new RR on existing platforms and is designed consistently for use in supersports motorcycling. The range of information, quality of display and not least the user-friendliness of the new instrument cluster are unmatched in the supersports segment at the present time.

In addition to an expanded range of functions and information, the BMW Motorrad developers attached particular importance to excellent readability of the 6.5-inch TFT screen. For optimum visibility even in difficult light conditions, the screen was therefore designed to be large for good readability.

Alongside the digital display of speed, revolutions per minute, selected mode, settings for ABS Pro, DTC and DDC and the menus, it is also possible to access the following wide range of information on the screen (depending on the options fitted), for example:

For riders using the new RR on the race track, the new instrument cluster offers additional and highly interesting data which can be accessed in a variety of screen display formats:

The light units at the rear of the RR have also been completely newly developed. The number plate carrier, turn indicators and number plate lights are all designed to form a single unit. What is more, the brake light and tail light have now been integrated in the turn indicators, too. The C-shaped rear light signature means the RR is instantly recognisable as a BMW even in its night-time appearance. The extremely compact grouping makes it easy to get the RR ready for track use in a few simple steps.

The design of the new RR makes an unmistakable statement: it is the ultimate BMW Motorrad superbike. Light, fast, uncompromising. Even at first sight it is clearly distinct from its predecessors. The proportions are compactly concentrated between the wheels as never before.

The front view of the new RR forms an extremely narrow and streamlined silhouette. In combination with a low-level front section, this gives the new RR a light, athletic appearance. In the latest edition, BMW Motorrad has subjected the distinctive split face of the predecessor models to significant further development, shaping technical requirements to form a striking new BMW front graphic.

The integrated front light design also gives the new RR the look of a racing machine – while at the same time meeting all legal requirements. The use of LED technology without reflectors makes it possible to combine low and high beam in one compact element, which is what accounts for the symmetry of the lights. Framed by the iconic parking light in a dynamically interpreted U shape, the light signature of the new RR makes it instantly recognisable from the front as a BMW – like the kidney grille on a BMW automobile.

The characteristic subdivision of the side view into the upper section in body finish and the dark technology area at the bottom (“technology-body split”) means the RR is unmistakably recognisable as a supersports bike by BMW Motorrad from this perspective. At the same time, the characteristic DNA line provides a dynamic forward orientation, giving the RR a striking impression of lightness when viewed from the side.

The powerful surface styling gives the dynamic side design the impression of visual unity. A dynamic flow is traced across the body of the motorcycle by the surfaces, with the BMW logo as the start and finish point of the side surface workmanship. The dynamic here is mainly created by the tension between the surfaces. Surface styling itself is a feature that has been developed further from the previous model series. Dynamically striking and aerodynamic, sleek and effectively designed. The revision of the oil cooler and exhaust system has made it possible to create a very slim base that rounds off the motorcycle’s compact proportions to the road.

In the Motorsport colour scheme, the new RR appears in the BMW Motorsport colours (Racing Blue, Lightwhite, Racing Red), which emphasises its racing genes.

The 2019 BMW S1000RR is one of our most anticipated motorcycles for this model year, and for its media debut, BMW Motorrad set up a press launch at the esteemed Circuito Estoril in Portugal. Unfortunately, BMW Motorrad didn’t think to invite Asphalt & Rubber to this superbike’s press debut, but we showed up anyways.

This is because BMW Motorrad did invite our friend Jonathan Balsvik to the launch, despite his publication – Sweden’s Bike magazine – recently shutting its doors. With Jonathan looking for a place to publish, and us eager to share what this new S1000RR is all about, we bring you this ride review. Many thanks to Jonathan for helping us bring the good word of the “Double-R” to the sport-biking masses.

It should be noted though, that because of the heavy rains during the press launch, Jonathan’s review is a bit limited in what it can cover, both because of the rain-soaked track and because of BMW’s control riders, who slowed the pace of the track sessions quite considerably.

With these limitations in mind, we hope to bring you a follow-up review in the coming months, assuming BMW Motorrad USA can provide us with a bike to ride. -JB

Many were skeptical when BMW announced that it would compete in the 2009 World Superbike championship with a 1000cc inline-four engine, and with a production machine debuting the year after. But, the German newcomer turned the class on its head, and defined what you should expect of a superbike in the 21th century.

The bar for performance was greatly increased, with dyno runs showing that the BMW S1000RR had over ten percent more horsepower than the rivals – just under 200hp in total.

For the first time, a street-legal superbike was equipped with extensive electronic aids – ABS, riding modes, quickshifter, and traction control. Everything was competitively priced too, and not in the form of an exclusive halo bike. For many years, the BMW S1000RR won the magazines tests and the competitors scrambled to respond.

However, the ambitions in World Superbike did not go as smoothly. It wasn’t until 2012 that a win came along, though in the Superstock class. There, BMW came to dominate, and in its first season won all races except one. And as far as Isle of Man TT goes, the S1000RR has been quite successful ever since Michael Dunlop got his hands on it.

Germany’s’ “Double-R” set the tone for the last decade of sport bikes. It did take a few years, but the competitors finally caught up to BMW, and in some cases, they have continued past with similar themes on their machines: significantly more power and more racing-derived technology.

The new BMW S1000RR has been in development for four years, and it’s not a question of only small refinements, but instead big steps in unexpected directions. For example, we see that BMW has switched from Brembo to Hayes, Sachs to Marzocchi and Bosch to Continental. But, more on that later.

The rocker arms have also been made 20% lighter, which in absolute numbers isn’t a lot – from 11 grams to 8 grams a piece – but it has an impact on engine performance. As such, maximum revs have gone up from 14,200 to 14,600, and together with BMW’s shiftcam technology, an already powerful engine has become even more of a feat.

But what was the deal with all the changes in supplier? BMW puts a lot of resources in designing and developing their own components, but manufactures them with the expertise of the traditional suppliers.

The company believes you need a range of partners for components – for several reasons – but the foremost being innovation. To help push the technological envelope, BMW doesn’t grab and tweak off-the-shelf components, but rather goes to several suppliers and says, “this is the specification and design we want, how would you make it happen?”

For example, looking at the brakes. Nissin still delivers the front master cylinder and Brembo the discs. But instead of Brembo calipers, BMW has developed a new set with the help of Hayes.

This development style perhaps becomes most apparent with the electronics. Bosch has improved its six-axis inertial measurement unit and on that side of things, they decided to stick with Bosch hardware. But Continental could deliver an even smaller, lighter ABS modulator, so BMW went with that one instead of the old Bosch unit. Again, to BMW’s specification, and with their own software.

When BMW says it’s an all new bike, they have the changes to back it up. This is more than just a design departure from the classical S1000RR-style. But does it feel new?

There is a line of brand-new M-kited S1000RRs, there are tires literally for days, there is the inviting embrace of Portugal’s Estoril race track, and then there is the rain. Bummer.

Our first session on the all-new BMW S1000RR is in mixed, but mostly wet conditions with street tires, but after that it’s all rain and wets. This, sadly, took away the opportunity to properly test some of the interesting new pieces with the S1000RR in its intended element.

The first thing you notice jumping onboard the BMW S1000RR is the new riding position. The bars have been placed higher and at less of an angle, similar to the Ducati Panigale V4.

The new 5.6-inch TFT-display is really something. It has the complexity of a simple tablet, with a lot of features that take some time getting your head around, but it encompasses a lot and has good readability. It has one design for street riding (BMW calls this “Pure”), and three layouts for track riding (called “Core”).

Thankfully, BMW Motorrad has made the HP Shift Assistant Pro a standard feature now, and it makes shifting both up and down effortless. The raspy blip of the throttle on downshifts puts a smile on your face.Surprisingly, Hill Start Control is also included.

With the weather being what it is, BMW didn’t just put the riding mode in Rain, but overall selected gentle, soft settings. One thing that you can’t adjust via the display, however, is the brakes. The new radially mounted four-piston Hayes calipers in the front have a more progressive bite, which matches the throttle response and makes for a motorcycle that’s very comfortable to ride around in the wet.

BMW says this brake feel was fully intentional, because most riders tend to grab too much of a handful when applying the brakes and not easing into it for more efficient braking. In practically, it doesn’t have that sharp initial bite as most Brembo brake systems, but gives good feeling and effect that feels on par, at least for as much as you can tell in the wet.

What impresses the most is the rider aids. The traction control has 14 settings in total, 7 on the plus side and 7 on the negative, and while riding in the wet – a few steps into the plus side – it is clear how the software adjusts the power delivery without any harsh cuts. You can feel the rear working to send the power to the asphalt, but nothing to indicate – besides a flashing light on the display – that an electronic safety net is keeping you safe from a high-side.

The suspension has not only gone from 46mm Sachs to 45mm Marzocchi, but the latest generation of BMWs dynamic damping control (DDC) semi-active suspension has had a change in philosophy. There is now a clearer separation between the mechatronics of adjusting settings from the handlebar controls and the semi-active suspension system.

Via the typical BMW controls, you can change the rebound and compression of the rear suspension, whereas the front has a unified “damping” setting for both.

The active system that changes the suspension depending on conditions can now not only be shut off completely, but this has been limited only to upright riding, meaning braking and when you’ve gotten yourself out of the corner. This is to have a more consistent feeling. BMW is also now making a shim package is available for those who need tuning beyond what’s available electronically.

Heading out on Estoril’s 1000-yard straight, the inline-four feels familiar. The S1000RR’s engine has always been impressive and remains to be the highlight of the machine. While the rain mode may hinder sensing the refinement at its fullest, it’s one of the few things that reminds you about the old bike – the raw power and torque. Even from down in the range the bike just pulls, which makes for less work shifting, just let the torque do its thing.

Where the old model used to miss out was the chassis. It had great brakes, and it was a stable, high speed missile. But, the old S1000RR could be a bit more cumbersome than its refined competitors, and the suspension didn’t give quite the same feeling as the Öhlins-equipped alternatives.

The first impression is that much of this has been addressed with the new BMW S1000RR. The riding characteristics are closer to the top of the competition, especially the other Europeans, but it is unclear from our test how the S1000RR stacks against them comparatively, and if the bevy of new components will be able to hold their own. Better conditions and a comparative test are necessary to answer that.

While an evaluation of the BMW’s street performance will have to wait, there are some noteworthy things for the enthusiast who primarily wants to go to the track.

The good news: the shift pattern is reversible and street components are easily detachable. Whether you get the “M Package” or not, the S1000RR can be equipped with a GPS dongle that shows your lap times on the display.

The standard 2019 BMW S1000RR has a MSRP of $16,995. Whereas, the bikes at the press launch had the M Package (which means they featured Pro Modes, carbon fiber wheels, a light weight battery, sport seat, chassis kit) as well the Dynamic package (DDC, heated grips, and cruise control).

This of course adds quite a bit to the price tag, but we are not sure how much. as BMW Motorrad still hasn’t given us prices for anything but the base model. However, the European prices indicate this would put the “M” bike we rode on par with or just under the Yamaha R1M and its $22 999 price tag.

While DDC can be a great comfort for street riding, and it was a nice addition in the wet, I am not sure it is worth the money for the track rider – and the Dynamic package costs slightly more than the Race kit. Semi-active suspension has been a bit tricky for sport bikes, and it is not everyone’s cup of tea, but BMWs new approach might win over some people.

Looking at BMWs aim to make a much lighter, faster and easier to handle superbike I’d have to say mission accomplished. While an obviously capable motorcycle which is bound to put smiles on a lot of faces, it is too soon to say how it will perform against the competition and if I would buy one over the others – several question marks remain from the drenched launch.

But, first impressions show the new BMW S1000RR has reaffirmed itself as a top contender yet again. With the right options, the RR could be a great kit that challenges the exotic homologation bikes without an overly hefty price tag.

That’s what the BMW S 1000 RR is in a nutshell — blistering speeds, top-of-its-class specification at varying times (at times the most powerful, at times the lightest), completely beautiful, and still with comfort and keep-alive features that make it the best “everyday superbike” — if there can be such a thing.

Yes, yes it is. I lust after the S 1000 RR. If you’re not sure you can lust after a BMW (some people tell me “Never a BMW!” as their impression is they still produce bikes that feel like tractors), then go watch this scene from Mission Impossible: Rogue Nation, put your qualms about all those extended head checks (and celebrities’ personal lives) to one side, and just enjoy the well-filmed knee-down action.

BMW surprised the motorcycling world when they released the first BMW S 1000 RR in 2009. It really changed how everyone perceived the brand — which was just what BMW intended.

BMW was at that point known for boxer twins and big sport tourers, with some (like the HP2 or the K 1300 S) getting pretty sporty, but nothing close to being a Superbike World Championship (WorldSBK) competitor.

But the S 1000 RR was just that, a full-on sport bike intended to compete in WorldSBK. Borrowing heavily from the Japanese playbook, the BMW S 1000 RR has a familiar sounding spec sheet: a 999 cc inline four-cylinder engine with dual overhead cams and four valves per cylinder, producing lots of power above 10000 rpm.

By the way, “S 1000 RR” is written like that — with spaces. People often write S1000RR or affectionately S1KRR or just RR (which is confusing as Honda CBR1000RR and CBR600RR owners use the same shorthand). Anyway, I don’t get hung up on naming conventions or care at all, but just am sticking to BMW’s convention.

Also note: From 2021, BMW has another motorcycle in the same range called the M 1000 RR. It’s part of the same range, but more intensely track-focused.

So why did BMW make the first S 1000 RR? Simple: To compete in and win the Superbike World Championship (WorldSBK), the world’s premier racing class for “production” motorcycles.

Why enter the sportbike market at all? According to Hendrik von Kuenheim, the then second-generation president of BMW Motorrad, it was partly a business decision. “Some eighty five thousand 1000cc sportbikes are sold per year worldwide, and we want to gain a foothold in that segment,” he told the press. BMW’s goal was to get a 10% market share, mostly through stealing share from the dominant competitors.

So that was why BMW chose WorldSBK and not MotoGP. Per Markus Poschner, BMW’s General Manager for the K and S series platforms, BMW chose to enter WorldSBK “… because it is the same bike racing that you can buy.”

But before this, you’d be excused for thinking BMW would never even build a superbike. Project leader of the BMW S 1000 RR, Stefan Zeit, recalled: “When I started at BMW, I had an interview with Markus Poschner, and he asked me, ‘What should BMW do next?’ I told him a sportbike, and he said, ‘No, BMW will never do this!"”

Poschner himself was a sportbike fan, though. He confessed that he had always dreamed of these bikes since starting at BMW, even though he didn’t think BMW would go in this direction.

Since building a superbike was a new thing for BMW, they had to benchmark the competition. There was no suitable internal benchmark. The bike they picked was the 2005-6 Suzuki GSX-R1000, known now affectionately as the K5.

In 2008, Peter Müller, BMW’s VP of Development and Product Lines, surprised everyone by announcing at the Mondial du Deux Roues Motorcycle Show in Paris that BMW would enter a factory team into the 2009 WorldSBK.

“In 2007 BMW returned to road racing with the sports boxer after more than 50 years. In 2008 we will continue our activities in the Endurance category. At the same time we will be preparing our entry into the Superbike World Championship in 2009 with great intensity.”

(2007? What “sports boxer?” He was talking about the BMW HP2, a race-tuned BMW R 1200 S. And the Endurance was the HP2 Enduro, a kind of stripped-down R 1200 GS.)

In that year, BMW came sixth in the manufacturer titles. Ducati won. Kawasaki, who came seventh, went on later to win for many years with their revamped ZX-10R.

BMW just wanted to play in 2009, but in subsequent years, they haver had a factory win, though they came close in 2012 by coming second. At the end of the 2013 season, they terminated their factory involvement, saying they wanted to focus on consumer bikes.

If you look at the BMW S 1000 RR and compare it to most other superbikes you may think it’s just another 1000cc inline four-cylinder engine in a sportbike chassis with USD forks and so on.

All the other manufacturers’ production literbikes peaked in power before 12,500 rpm, whereas BMW peaked at 13000 (or a shade over, per the dyno). BMW got to these high RPM figures with a high-speed, extra-sturdy valve drive with individual cam followers and titanium valves.

Akrapovič, the exhaust manufacturer, did its own apples-to-Äpfel dyno comparison. The order is very slightly different, but BMW is still on top in both metrics.

More importantly, the S 1000 RR’s broad torque curve became a well-loved feature — something BMW learned, no doubt, partly from studying the K5 GSX-R1000’s virtues.

The 2009 BMW S 1000 RR was a rare production superbike with optional ABS and Dynamic Traction Control, which is traction control that takes lean angle (and later, cornering acceleration) as an input.

BMW’s system was unique in that it was lightweight, weighing only 2.5 kg / 5.5 lb. Other brands (e.g. Honda with its CBR1000RR) had ABS as an option, but it was less often chosen because of the considerable added weight (up to 10 kg / 22 lb).

Ducati was also very early in 2012 with acceleration-aware traction control from the IMU. Other brands were earlier with cornering ABS, but when BMW made it an option in 2017, it was retrofittable back to 2012, thanks to the advanced hardware.

Not everyone likes it, of course, and BMW ditched it in the 2019 generation. I would be more dismayed if the 2019 gen didn’t look so good. (Pics below in that section!)

The BMW S 1000 RR hasn’t changed fundamentally since its launch. It has always had a 999cc liquid-cooled 16-valve inline four-cylinder engine making north of 140 kW (190 hp).

The DTC on the first-generation BMW S 1000 RR was advanced for the time. Depending on the ride mode you were in, it worked by interrupting power based on the angle at which the bike was leaning.

BMW’s DTC system from 2012 onward takes input from more advanced sensors. The sensor array is good enough that you can retrofit 2012+ models with “ABS Pro”, BMW’s name for cornering ABS, when it became an option from 2017, via enabling codes (see this guide, which discusses the retrofit option).

BMW refined the way DTC worked intervened, allowing more slip in race and slick modes. Slick mode deactivates wheelie control altogether in the 2012 model, whereas in the first gen, slick mode let you do wheelies of up to five seconds.

The second gen still had an asymmetrical headlight design and the analogue tachometer. But BMW improved the display for better legibility of the speed display, also letting you dim it, and adding more functions like “best lap in progress” or “speed warning” if you need it.

The BMW HP4 is a race-focused bike, released in mid 2012 (see press release) for the 2012-2013 model years. It’s distinct from the BMW HP4 Race which was released in 2017 for that year only (see below).

The HP4 is technically a successor to the boxer-powered HP2 Sport, which in turn had more in common with the boxer sport bike the BMW R 1200 S. But the HP4 is the first four-cylinder HP bike.

The BMW HP4 is heavily based on BMW S 1000 RR. It shares the inline four-cylinder engine, with the same specs on paper, but with tuning to increase midrange torque between 6000 and 9750 rpm. The engine also has the same throttle response and full power output in all ride modes (but other characteristics change, like ABS/traction control).

But the BMW HP4 is much lower weight (199 kg DIN unladen, vs 206.5 kg for the 2012-2014 S 1000 RR, both including ABS), due to lighter 7-spoke forged alloy wheels, a lighter sprocket carrier, a lighter battery, carbon parts, and a lighter titanium exhaust.

The DDC system doesn’t just measure speed and acceleration/ deceleration. It takes input from an IMU that can also feed it information about pitch and lean angle. Because the BMW HP4 has an IMU already, BMW offered in 2014 the ability to retrofit these bikes with cornering ABS (ABS Pro in BMW nomenclature).

BMW also added Race ABS with an enhanced “slick” mode. The internal “IDM” setting configures Race ABS with specific parameters, obtained from experience on the track, to optimise the HP4’s ABS for track use.

In late 2014, BMW announced a new revision for the S 1000 RR for the 2015 model year, with more power again, a slight weight reduction, and a host of technological features, which would be improved upon again slightly in 2017.

But BMW didn’t just improve top-end power; they focused on producing a broad spread of torque from 5000rpm all the way up to 12000 rpm (though not as impressive as the even flatter torque of the 2019+ ShiftCam engine).

BMW added a “Race Package” from 2015, which gave the user DDC (a more advanced version, from the HP4), launch control, a pit limiter, and cruise control.

In 2017, BMW made a small change to the S 1000 RR when they made cornering ABS (which BMW calls ABS Pro) standard. Shortly afterwards, BMW made ABS Pro available as a retrofittable option to earlier models from 2012 onwards. (Many took them up on this as it only cost around 400 Euro/500 USD — check that “ABS Pro” shows up on the dash if you’re buying a used one.)

Finally, I prefer the analogue white-faced tachometer of the Gen 3 S 1000 RR. This is a personal preference. The TFT on the Gen 4 is great looking, but ultimately, it reminds me too much of my phone and of technology — something I’m trying to leave behind when I’m riding (or taking part in any kind of leisure).

The BMW HP4 Race is another race-focused version of the BMW S 1000 RR, an evolution of the BMW HP4 made between 2012-2013. Only 750 were made, all in the year of 2017.

Unique Rider aidsStandard ABS, ABS Pro (optional), Optional quickshifter, Ride modes (street oriented, optional customisable)HP Shift Assistant Pro, DTC (later intervention), EBR(+/-7), 4 customisable ride modes, data loggers, dash with mechanic sideBMW S 1000 RR Gen 3 (2017-2019) vs BMW HP4 Race core differences

The engine itself is hand-crafted by a small team of experts at BMW in Berlin. There are a number of changes that contribute to its increased power and torque:

In case you were wondering, yes, the BMW S 1000 RR in 2019 is both more powerful and lighter — in fact, the weight of the S 1000 RR is the lowest it has ever been. With the M package it’s an absurdly low 193.5 kg.

Aside from power and weight, another marquee features of the 2019+ BMW S 1000 RR is that ShiftCam engine. ShiftCam is BMW’s name for variable valve timing (VVT). The tech means that they alter the valve timing and stroke, allowing the engine to breathe differently depending on its load.

BMW also made chassis improvements in the Gen 4 BMW S 1000 RR. They implemented what they call the Flex Frame, increasing the load-bearing function of the engine, and improving the ergonomics as a result, by

The 2019 BMW S 1000 RR has different brakes to the earlier versions. They’re no longer made by Brembo and are now made by Hayes, an American company (owned by Brembo), apparently chosen after blind testing. The rear caliper is still made by Brembo.

Note — BMW recalled the Hayes calipers S 1000 RR. The calipers may leak when parked. It’s slowly and doesn’t cause the brakes to fail, but riders would notice fluid marks on the rim, tire, or ground. As part of the recall, the caliper would be replaced by the same Nissin caliper that came standard in the 2021+ models.

BMW also changed the analogue tach + LCD to a full-colour TFT display. While it looks cool and clean, I will miss the white dial. (Am I already old? Perhaps I’ve just dropped too many a phone and see all screens as fragile… in reality, I’ve also had CAN bus bikes fail to start when an analogue tacho was broken.)

From late 2020, the latest BMW S 1000 RR has also been available with the M Endurance chain, a low-maintenance chain with a very hard diamond-like coating on the rollers. See more about the M Endurance chain here.

Anyone familiar with motorsports would be familiar with the iconic M range from cars — the BMW M3, M5 and so on. Well, 2021 is the first year that the M range has included motorcycles. Remember this and tell your (or someone else’s unwitting) grandkids!

Bear in mind that the 2019 S 1000 RR is available with an M package that significantly reduces the weight. The M 1000 RR is even lighter than the S 1000 RR + M package, and has its own M package that reduces its weight even more (though not by as much).

The 5th gen BMW S 1000 RR has the same ShiftCam engine as in the 4th gen BMW S 1000 RR, but BMW has implemented a few things from the M 1000 RR (which came after the 4th gen), including

BMW added a new tech feature of “Slide control” to the 5th gen S 1000 RR. Just in case you didn’t feel like enough of a superhero with the IMU that the S1KR has had since the 3rd gen, BMW added a steering angle sensor to help control how you power slide!

Here’s how slide control works. The BMW IMU / ECU interprets measures slip angle and compares it with the set value per the DTC settings. If the computer thinks you might go past maximum slip, the slide control system moderates the amount of drive to limit slip.

Improve Shift Assistant Pro. BMW improved the quickshifter, implementing your shift request via a “torque model” and thus letting you use it in all situations. They also improved the mechanism. It’s now easier to change to race shifting, too.

BMW also refined the chassis geometry, flattening the steering head by 0.5 degrees to 66.4 degrees rather than 66.9, and reducing the offset of the triple clamps by 3 mm. The goal of this, and a few other changes, is to subtly improve riding position and feedback from the front wheel.

Honda CBR1000RR Fireblade. Since the first 2004 CBR1000RR, Honda has always been a bit lower on the power and features than its competitors, only getting an IMU as of the 2017 model year for example. You’d pick the Honda if you’re after legendary Honda reliability or if you’re tickled by the history of the Honda FireBlade. But otherwise it stacks up comparably with the S 1000 RR on power and torque delivery, and the BMW outclasses it in tech and functions. As of 2021 though, the CBR1000RR-R SP is a very expensive and exclusive bike.

Aprilia RSV4, RSV4 R, RSV4 Factory, RSV4 R APRC, RSV4 RR. You’d buy an Aprilia RSV4 if you want a V4 engine. It’s an incredible machine. You give up a bit in terms of comfort — it’s smaller, with a more aggressive position. In recent years the 1100cc RSV4 has been more powerful AND lighter than the BMW S 1000 RR. Cornering ABS and cruise control since 2017.

Suzuki GSX-R1000. Another iconic sportbike — recall that the 2005 model was a primary inspiration for the first S 1000 RR. The latest 2017+ Gixxer is comparable in power (150 kW/202 hp) and weight (201 kg/443 lb) with the latest S 1000 RR. The 2017+ Suzuki superbike has quite an advanced engine too, with variable valve timing equipped. But the latest standard Gixxer lacks cornering ABS (despite having an IMU for traction control), uses a full monochromatic LCD rather than TFT, and doesn’t come with even a shock quickshifter. The higher-spec R model does have cornering ABS, bi-directional quick shifter, but not fancy features like cruise control or heated grips.

Spec2017-2018 BMW S 1000 RR2017-2018 BMW S 1000 R2017-2020 BMW S 1000 XRPower145 kW (199 hp) @ 13,500 rpm121 kW (165 hp) @ 11000 rpm121 kW (165 hp) @ 11000 rpm

If you’re buying a used BMW anything, make sure you buy one with a complete maintenance log. BMW buyers can be quite fussy and expect the log to be complete.

If it’s the former, it’s resolvable, and BMW may do it themselves on their coin. But if it’s a problem with the camshaft, it’s higher risk, and there are some stories of engine failures. If the top-end is noisy and the previous owner hasn’t resolved it, it would be safer to walk away, unless you’re confident you can resolve it yourself..

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.

Recalculating… That’s my brain shortly after hopping on the 2020 BMW S1000RR. Everything about this bike exudes an acute sense of performance, refinement, and razor-sharp reflexes, with the power and temperament of a thoroughbred horse at the gate.

When BMW decided to enter the Superbike arena, it did so in 2009 with a revolutionary splash with the original S1000RR. This new 2020 model, starting at $18,900, builds on the original foundation of technology and power with improvements across the board, keeping the S1000RR at the leading edge of the Superbike arms race. Prepare to recalibrate your senses for the ride ahead.

The 2009 S1000RR was the first production superbike to go all-in with ABS and traction control, and as a result, the competition was left scrambling to catch up. To add to its technological tour-de-force, the original S1000RR also featured class-leading horsepower, a one-two punch to the established Japanese brands and to the surging Italians at Ducati and Aprilia. Numerous refinements along the way kept the BMW in the hunt for Superbike wins, but eventually, a ground-up rebuild was necessary, and the 2020 is it.

Starting with the engine, the S1000RR’s inline-four features BMW’s ShiftCam variable valve timing, a system that switches between two different intake cam lobe profiles by physically shifting the entire camshaft sideways along its axis. The idea of using different cam lobe profiles at different RPM is not new (Honda’s well-known VTEC system is an example), but BMW’s ShiftCam is unique in its simplicity, and was already in production in the recent GS and RT models before it was implemented with the S1000RR.

Gone is the pirate look of the original S1000RR, replaced with a more symmetrical set of LED headlights, front signals integrated into the mirrors, and the rear brake light integrated into the rear signals. Both the mirrors and rear fender/lights are easily removable for track duty, and the M Package features an exclusive tri-colour red/white/blue graphics package. The left and right panels of the fairing sides are still asymmetrical, with the signature shark gills on the right and just a bare opening on the left.

Electronics were a big part of the original S1000RR package, and the new model is chock full of high-tech features. The 6.5-inch full-colour TFT display is controlled by a mode button on the right switch pod, two toggle switches on the left pod, and a multi-directional dial on the left grip. If that sounds a little confusing, it is, and it takes a while to get up to speed on how to navigate things.

Here’s the basic rundown of doo-dads the bike has: riding modes (Rain, Road, Dynamic, Race, plus Pro OE with Race Package or M Package), Dynamic Damping Control (a $1,525 option with the Dynamic Package, or with the M Package), ABS, Dynamic Brake Control (Race Package or M Package), Dynamic Traction Control, quick shifter, wheelie control (Race or M), launch control (Race or M), pit lane speed limiter (Race or M), tire pressure monitoring, multiple display configurations, cruise control (with Dynamic or M), heated grips (with Dynamic or M), hill start control (Race or M), anti-theft alarm, Bluetooth pairing with smartphone and associated app, navigation, music player, and phone call compatibility. Phew! Like BMW’s sport sedans, this canyon carver has all the bells and whistles, but you need to tick the right option boxes depending on what you want.

After spending most of the spring riding season on under-sprung and under-damped machinery, the S1000RR’s suspension composure was superb in comparison, and the bike had a feeling of both being glued to the tarmac and floating over bumps, one that’s characteristic of a good electronic suspension system. The bike is rock solid from corner entry to exit, with a planted feel while still responsive to line changes. It would take some effort to upset this chassis on the street.

Absolutely no complaints about the S1000RR’s brakes, as they were quite possibly the best binders I’ve encountered. They have a solid feel at the lever, an incredible amount of power, and excellent modulation. While your typical top-of-the-line litre bike will have Brembo and Öhlins logos prominently displayed up front, the BMW-branded Hayes calipers and Marzocchi forks worked as well or better than the accepted gold standards. (Interestingly, both Hayes and Marzocchi were dominant in the mountain bike industry a couple of decades ago.)

I had the chance to ride the S1000RR M Package ($23,775) back-to-back with one of its closest competitors, the $31,595 Ducati Panigale V4 S (which you’ll read about later this month). These two litre-class Superbikes have similar goals and share much in common on paper, but could not be more different from the saddle. Whereas the BMW is refined speed, useable anywhere in the rev range, with all the amenities you could ask for, the Ducati is a raw beast, hard starting, shaking its signals at idle, juddering and chugging down low in first gear, without so much as a fuel gauge for convenience.

The V4S is noticeably more powerful, but the BMW would be far easier to live with on the street, especially as an occasional commuter or sport-tourer. I would suspect the S1000RR to be easier to ride fast on the track, but the V4 S to be more rewarding to get right in the hands of a fast rider.

One of the harder parts about riding the S1000RR is to not constantly run afoul of the constabulary, because the BMW’s considerable talents are so easy to access. Pick a gear, any gear, crank the throttle and it’s gone. Smooth road or bumpy, bend it in and it carves like a scalpel. Grab those phenomenal brakes, bang a bunch of clutchless downshifts and listen to the engine automatically match speeds, and wonder whether the BMW Motorrad WorldSBK team is having open rider tryouts any time soon.