bmw tft display retrofit for sale

That said with the issues that guys seem to be having, although a software update is supposed to be helping that issue, it does not interest me in the least Just as I could do without keyless start, I can do without the TFT.

Yep the S1000RR gets a big update in 2019. This includes a completely new engine, not an updated one but new from the ground up. Plus as you have said, TFT dash ect. It will all come to the XR, but I would not hold your breath for 2019. Maybe 2020, depends a lot on how sales are effected by the newer, Ducati, KTM , ect. At the moment xr sales appear to be strong. So it"s a wait and see I think.

Determining the iDrive version installed in your BMW is vital if you are intending to upgrade your iDrive with on of our genuine retrofit kits or if you intend to install a Retrofit CarPlay/Android Auto Kit such as the IMI-1000 from Integrated Automotive. After reading this article you will be able to determine your iDrive version and also have thorough background knowledge of the history of iDrive.

The IMI-1000 is a mini-computer which is installed behind your head unit. It adds Apple CarPlay and Android Auto to BMW, Audi, Mercedes, Range Rover, Mini and Porsche vehicles.

For us to configure your retrofit system correctly with a genuine BMW NBT-EVO iD6 retrofit it one of our compatible IMI-1000 interfaces (including a plug-and-play wiring loom) for your car, we will need to know what version of iDrive you have installed in your vehicle. Using the simple steps outlined in this article, you will be able to destrrmine your iDrive version.

There are three generations of iDrive system which are compatible with the IMI-1000 Retrofit CarPlay multimedia interface. These are the CCC, CiC and NBT iDrive systems. These systems are fitted to BMW vehicles manufactured between the years 2004 to the present day (2019). After 2016/2017 most BMW models migrated over to the “EVO” iDrive System. The EVO system does not require the IMI-1000 to activate CarPlay/Android Mirroring, Integrated Automotive can offer an alternative upgrade path which “activates” CarPlay/Android Mirroring for NBT-EVO equipped vehicles, contact us for more information regarding NBT-EVO Apple Carplay activation. Please note that BMW do not support android auto so if you want android auto in your BMW you will require the IMI-1000 for that.

CCC, CiC and NBT iDrive Systems were not originally equipped with the electronics required run Apple CarPlay and Android Auto. A software update alone is not enough to “enable” Apple CarPlay and Android Auto. The IMI-1000 Retrofit Kit adds the necessary hardware to your vehicle in order to process information streamed to and from your phone. It will also interpret the CAN messages to and from the in-car iDrive user controls. Examples of such CAN messages are those sent from the rotary control on the central console as well as the steering wheel user controls. The messages are read, processed, interpreted and relayed in order to control the CarPlay/Android Auto interface.

Vehicles equipped with NBT-EVO iDrive will  already have the necessary hardware to provide Apple CarPlay and Android Mirroring functionality (BMW do not support and auto), these vehicles simply require “software activation” to enable Apple CarPlay/Android Mirroring. For clarification, NBT-EVO vehicles (mostly manufactured after 2017) do not require additional electronic hardware such as the IMI-1000 for CarPlay if you have iD6 pro navigation, ENAVEVO systems (6.5 in display) usually do not support native CarPlay.

CCC iDrive was introduced to production vehicles during 2003 on the 5 Series E60/E61. It was then later rolled out to other BMW models up until 2009 with the X5 and X6. CCC iDrive benefited from two updates during its time on the market, in 2007 and 2008.  Some BMW’s manufactured in 2009 were fitted with the new CiC controller (installed on the centre console) but still had the CCC head unit. These cars are essentially still CCC iDrive vehicles and were considered  “Hybrid” CCC/CiC iDrive systems. The CCC iDrive system features an 8.8in 640×240 pixel display.

There is another system called Mask II which shared the same main menu format as the CCC Pro Nav system but has a smaller 6.5in display. If you have Mask II our CCC IMI-1000 retrofit CarPlay and android auto kit will enable you to retrofit CarPlay and Android Auto to your BMW

CiC iDrive Systems feature a higher resolution display in comparison to CCC systems, moving from a 640×240 pixel display on the CCC iDrive to a 1280×480 pixel display on the CiC iDrive, this offers a sharper and more attractive look to the display.

The primary reason BMW upgraded to the 2-wire LVDS line was the increased resolution and performance achievable in comparison to the 8-wire LVDS protocol.

CiC iDrive Systems have an 80Gb 2.5in hard drive (HDD) which stores the maps for the BMW satellite navigation system. The HDD can also store 8Gb of music files which can be uploaded via a USB port. This makes upgrading of maps arguably a more complicated task.

After 2009 LCI, DVD playback was also available when in the park position. CiC Systems were phased out on various vehicles during 2012 for the NBT (Next Big Thing) iDrive System. CiC was eventually completely replaced by NBT over the following couple of years. By 2014, all BMW models were equipped with NBT iDrive in-car entertainment.

2. User interface :The user interface is distinguishable from CCC and NBT interfaces as it features a noticeable red border around the selected menu option (see below), however to confuse things, the display below will have an NBT style 6 pin LVDS connector, whereas the widescreen Pro Nav option 609 vehicles will have a 4 pin LVDS.

As can be seen in the image above, the 2011 BMW 1 series (F20) features a single CD/DVD slot and red border on all 4 sides when a menu item is selected. But this system is not a purely CIC system, it is known as HU_ENTRY and is also available in F3x vehicles without navigation. These systems have 6 pin LVDS displays.

*Note:It is worth mentioning that there were some “Hybrid” models that were equipped with the 2-wire higher resolution LVDS display yet they still used the CiC menu system, these are known as HU_ENTRY and HU_ENTRYNAV iDrive. These systems can sometimes be confused with the standard CiC system, if you have a 2012 BMW F3x you should be aware that you may not have a standard CiC System (if you are unsure which system you have, please contact us).

NBT iDrive Systems are configured with 6.5in, 8.8in and 10.25in displays, this means you cannot use display size as an indicator of having NBT iDrive. It is always best to use either the date of manufacture or the visual appearance of the user interface (or both) as your method of determining if you have NBT iDrive.

Starting in 2014 with the 2 series F23,l and over the following 24 months, around half of the BMW model range were upgraded to the NBT-EVO iDrive System. The 5 series, X1, X5 and X6 did not benefit from the NBT-EVO iDrive System until around 2016. The 6 series (G32) and X3 (G01) did not receive NBT-EVO until 2017.

If you have iD4 iDRIVE the best solution to obtain CarPlay is to retrofit an iD6 head unit into the vehicle. We can offer the iD4->iD6 retrofit, here is the product page: https://integratedautomotive.co.uk/product/bmw-id4-to-id6-retrofit-with-carplay-activation/

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.

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.

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.