2019 bmw s1000rr tft display in stock

“ 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. ”

Off to pit lane after laps around the race track: the last screen is now always displayed after having switched the ignition off/on. This will keep your concentration levels high and you focused on your mode. One Pure Ride Screen and three different Core Screens are available depending on your preference. The system displays an appropriate maximum speed when the engine is cold. Thanks to the flashing gearshift indicator, the tachometer now flashes as an additional indicator.

Unleashed passion: we have once again transferred all the experience from the race track to the high-performance BMW ShiftCam four-cylinder engine in the RR: 205 hp. The airbox from the M RR provides particularly good air supply and improved load changes. The cylinder heads with new channel geometry and reinforced bearing brackets also stem from the M RR. We have also optimized the standard Shift Assistant Pro. It now also permits gearshifts with overrun upshifts and overrun downshifts and provides improved load change damping – for gearshifting precision. And even the rear sprocket has more teeth now: just like in the M RR, it now has 46 teeth instead of 45 – for power down the straight.

The 6-stage DTC traction control with the new steering angle sensor enables two new functions: Brake Slide Assist for deceleration and Slide/Slip Control for acceleration. The new steering angle sensor measures your drift angle and, in conjunction with the DTC, helps provide optimum slip. DTC settings 2 and 3 have been optimized for the race track and slicks. Brake Slide Assist helps you master power slides like these in no time at all: for more dynamic performance around every turn. Thanks to the clearer illustration, you can now read the corresponding settings off the TFT display even more quickly. Always ride within your limits and within the law.

It’s about millimeters, milliseconds, more individuality, customization and protection for you and your RR: from the 6 x adjustable M footrest system to the water or oil cooler protector, you will find the right parts to further sharpen your RR in the original BMW Motorrad accessories range.

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BMW Motorrad USA reserves the right to change specifications without notice. BMW Motorrad USA has made every effort to ensure the accuracy of information but does not accept liability for any errors or omissions.

I"d like your views / opinion. I"m looking at progressing from my street triple to an S1000R ..... but with all the other manufactures going for TFT displays I"m wondering if it might be worth waiting a few more months before ordering.

I had the experience of just after getting my street tripple they brought out the RS with the nice TFT display ..... I"d like to avoid the same experience with my next bike.

Do you know the timing of the normal BMW life cycle / when they make announcements for the next years model. BMW have introduced the TFT display on the 1200 so I"m guessing it is in the pipeline for the other models, namely the S1000R.

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.

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.

This is my buyers’ guide to the BMW S 1000 R — an “everyday awesome” sportbike that can do everything. I’ve included analysis of model changes over the years, factory options, spec changes, designs, colours, what can go wrong, and maintenance.

A few months ago I bought a BMW S 1000 R (which many refer to as the “S1000R”), after a very careful and exhaustive analysis of what motorcycle to buy (using something I call the “regret avoidance framework”).

Whether the BMW S 1000 R is right for you depends on a lot of things. Do you like naked bikes? Do you like BMW? Do you like inline four-cylinder engines? If the answer to those three things is “yes”, it’s likely to be it.

The S 1000 R was released first in 2014, five years after the BMW S 1000 RR thundered onto the sportbike scene in 2009, suddenly changing many things for BMW.

Before the BMW S 1000 R, the closest parallel to the bike was the K 1300 R. The K 1300 R shared some features with the S 1000 R — it was an inline-four motorcycle with a large-displacement engine and 127 kW/173 hp — a bit more power than the S 1000 R’s detuned engine when it was released in 2014 (118 kW/160 hp).

They’re dissimilar enough that the K 1300 R was still sold until 2017, when it was discontinued — though I’m certain BMW will replace it at some point.

In the original 2014 spec, the BMW S 1000 R had the same 999 cc 4-cylinder in-line liquid-cooled engine, detuned from the spec of the S 1000 RR to produce a peak of 118 kW (160 hp) at 11000 rpm.

In 2017, BMW revised the S 1000 R. Even though it wasn’t extensive, it still means that the 2017+ is the earliest model I’d suggest you look at, if you have the choice. For two reasons — better handlebars, and ABS Pro!

Also, this is in the generation of motorcycles at that sweet spot of technological moments where you get a bunch of ride aids (like cornering ABS and cruise control) but you don’t have a TFT display. I don’t hate TFT displays — they are great when they help you avoid having to use a phone mount — but in general I just have a thing for analogue gauges + LCDs.

I really liked the BMW S 1000 XR in particular. It was very nice to look at, and well-priced. But in the end I didn’t buy it because a) the position was a little too gentlemanly, and b) I just had to admit that those handlebars were too buzzy.

Other motorbikes all vibrate, or buzz. Harleys vibrate, and it’s called “character”. Kawasaki Ninja 1000s have a buzz around 6,500 rpm that’s well known. Does any of it matter? It depends entirely on your expectations. When I bought a BMW, I did so because I wanted 100% smoothness everywhere — just as I’d expect from a Honda Goldwing or a Yamaha FJR. So a little buzz is OK, but my threshold of tolerance on a BMW is a low lower because I expect (and pay) more.

BMW added in the TFT display that was on the earlier S 1000 RR. I do acknowledge the old-looking LCD looks old. I prefer old, but not everyone does! Here’s how the new TFT display looks.

One of the things that disappointed many pundits is that the 2001 model doesn’t get the ShiftCam variable valve timing that the S 1000 RR got two years previously in 2019. So the S 1000 R’s “de-tuned” engine now means not just different timing but a different valve timing system.

For the 2023 model year, BMW announced its first ever M -single R. There has been an M 1000 RR models before, as well as HP4s based on the S 1000 RR. But this is a first.

So BMW compares the M 1000 R with the S 1000 R, as they look similar, but it’s also important to look at how it compares to the 2023 S 1000 RR (which has very similar specs to the 2019+ model).

Theoretical geared top speed at redline314 kmph / 195 mph284 km/h / 176 mph313 km/h /Combined effect of all gearing changesCore spec changes of the BMW M 1000 R vs the S 1000 R

A question I had — and which people often have on the forums — is what is the difference between the standard BMW S 1000 R and the “Sport” package? Or as it’s known from 2021 onward, the “Dynamic” package?

According to BMW themselves in their 2014 press release (and every magazine article that’s just a re-write of the press-release), for the S 1000 R “up to 7500 rpm, this engine version develops 10 Newton metres (approx. 7 lb-ft) more torque than the S 1000 RR.”

Even though there may have been some small (+/-2%) errors in my transcription, at first blush the difference in the charts supports BMW’s claim, roughly matching their published charts in shape.

Secondly, the twin personality of the S 1000 R’s riding range. It’s set up with somewhat high pegs and a slight forward lean that are more “streetfighter” than “standard” — this isn’t something you’d compare to a Bonneville. The BMW S 1000 R wants to go quickly.

The number of features that the BMW S 1000 R has is also its only downside. There’s nothing the S1KR can’t do, unless you can’t do it. It will cover your faults and let you accelerate through them. If you want a bike to become a more skilled rider, I’d pick a simpler one, and probably a less powerful one.

The competitors to the BMW S 1000 R are formidable and awesome. It’s such an incredible list, and I’d be happy with any of them as my only bike, honestly.

Ducati Streetfighter (S or V4)— You’d pick the old Streetfighter S (up to 2012) if you wanted a formidable, raw bike, with a brutish 116 kW/155 hp v-twin package pushing through a dry clutch and relatively tall gearing with no electronics. You’d pick the modern Streetfighter V4 (2020+) if you don’t mind the premium cost of Ducati valve maintenance — even more expensive than BMW’s. You’d also forego heated grips and cruise, but you’d still have cornering ABS. Streetfighters are very good-looking bikes. See some pics in our model history here.

Honda CB1000R — The Honda lacks a lot of tech, and isn’t that powerful at “only” 122 hp (91 kW) for the 2019 model. No cornering ABS, no cruise control… there are few reasons to pick the CB. The only reason I would is that you get Honda’s reputation for reliability. On top of that, you’d get a platform that has been producing easy-to-ride, nice-looking bikes of this generation for decades. But otherwise, it’s the least exciting bike on this list, but that said, it’s still a great bike, just in awesome company. (Note — 2020 sees throttle by wire including traction control, so maybe it’ll get more tech soon.)

You can do most of the minor service (probably all of it) yourself. But you won’t get that pretty stamp in a logbook, and you’ll need to have a BMW tech do the reset for you.

When BMW introduced the S1000RR in 2009, it raised the supersport performance bar considerably despite being the German motorcycle maker’s first attempt at a high-performance superbike. It was BMW’s first motorcycle with a transversely mounted inline-four, and the bike entered a class dominated by machines from Japan. Despite being entirely new, it entered the category with class-leading power, claiming 193 hp, when the best of its competitors from Japan were topping out at about 180. But, the S1000RR also brought a slew of technology changes into the category; it was the open-class supersport machine to feature advanced traction control and ABS as standard features in Canada, and did so at a very competitive price.

BMW’s S1000RR enters its third generation later this year as a 2020 model, boasting the biggest changes since its introduction a decade ago. BMW held its international press launch at Circuito do Estoril in Portugal.

From the saddle you’ll see a new high-resolution TFT instrument panel, controllable via handlebar-mounted switches and multi-function thumb wheel. There are several display options and seemingly endless parameters you can adjust via the screen – many more than I had the chance to sample during a day of track riding. The interface is relatively user-friendly, although I would have needed more seat time to get accustomed to accessing all of the functions available via the new screen.

The S1000RR now features advanced six-axis sensors, which provide much more intuitive and precise traction and wheelie control than before. There are four ride modes – Rain, Road, Dynamic and Race – although real tuning is available in the optional Pro modes. With Pro modes, you get three sub-modes – Race Pro 1, 2 and 3 – each allowing you to select from three levels of each parameter – including throttle response, traction control, wheelie control, engine braking and ABS – and save them to the mode’s memory. You therefore can have three customized maps to select from when riding on the track, although they must be selected before you ride, by using the menu in the TFT screen. There is a button on the left handlebar switch assembly that does allow you to tune the level of ABS and traction control further, on the fly, within the parameters you’ve already selected in Race Pro mode.

The 999 cc inline-four is entirely new, and like the new R1250 boxer engine, it incorporates BMW’s ShiftCam technology. This system provides variable lift and duration at the intake valves, much as if the engine had two different intake cams. There’s a set of electronically controlled cam lobes that boost low-end torque and another that enhances top end. The high-power lobes always work above 9,000 rpm, while engine load determines which lobes operate below that engine speed.

North American bikes must adhere to slightly tighter sound regulations than European bikes do, and therefore there is a small difference in engine output. The factory claim is 204 hp for Europe and 202 hp for North America. BMW’s Canadian website publishes the European kilowatt numbers but uses the North American value, which translates to 207 hp – which is generous. In any case, the new engine is roughly four per cent more powerful than before. However, the big gains are at lower revs, a result of BMW’s ShiftCam. At least 73 ft-lb of torque is available beginning at 5,500 rpm, peaking at 83.3 ft-lb at 11,000 rpm. Fuel economy is said to be four per cent better.

If you prefer all of the electronics and the chassis adjustability but without the carbon fibre wheels, a Race package also is available for $2,075. Also optional, for a $1,525 premium, is BMW’s Dynamic Damping Control (DDC) electronically adjustable suspension, which has completely new internals that provide a much broader adjustment range. This last package also includes heated grips and cruise control.

During my second session, I experienced a 160 km/h rear slide when riding through that sweeper on those same OEM tires. Skill has taught me to stay on the throttle when experiencing a rear-wheel slide, which is what a rider must do now on open-class supersport machines that have advanced traction-control systems. Closing the throttle when in a slide throws off the system, so you must learn to trust the intervention and, in the case of the S1000RR, adjust to your riding style and let it do its work. Despite the eye-opening slide, the rear tire just came back into line and the bike straightened out with no indication that electronics did anything to intervene, although they most likely did.

Those first two sessions really emphasised what I’ve always appreciated about BMW’s S1000RR: it is forgiving, it is easy to ride and it is blistering fast without being too demanding. In comparison, a Ducati Panigale is also blistering fast, but it taxes your mental and physical strength.

Fortunately, I have some experience on various S1000RR models on this very racetrack, so I can make direct comparisons among the old, the new and the exotic. The last time I rode a bike on this track was to ride the $95,000, carbon fibre-framed HP4 Race model. I also rode the previous-generation S1000RR during that test. While the S1000RR always has been my favourite of the open-class supersport machines because it is easy to ride fast, it felt almost truck-like next to the ultra-lightweight HP4 Race. This new S1000RR –when equipped with the M package electronics and DDC suspension, at least – sits somewhere in between. That’s a big leap from the previous model and insures that – for now, at least – the BMW S1000RR will remain my favourite litre bike.